Be-10 Mallow Conversion Amodel in 1/72 Eduard’s Super Quatro B-534 in 1/144 New Tool Stuka Airfix in 1/48 Beriev’s Missile Boat Scaled Down Avia Ju 87...122 downloads 681 Views 24MB Size
First and Best for Reference and Scale May 2017 • £4.50 Volume 39 • Issue 03
Roden’s C-141 in Context
Beriev’s Missile Boat
Be-10 Mallow Conversion Amodel in 1/72
Scaled Down Avia
Eduard’s Super Quatro B-534 in 1/144
New Tool Stuka Airfix in 1/48
Military & Civil Aviation – Military Weapons & Equipment – Naval Vessels
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The Modern SLUF Guide The A-7 Corsair II Exposed J Melampy 936 colour photos of the SLUF A-7 Corsair’s cockpits, radar, landing gear, engine, ordnance, and all facets of the airframe with heavy emphasis on open panels and maintenance photos for the model builders. US Navy, USAF, and Greek jets are covered. SB 184pp £38.99
Lorenz Breaking Hitler’s Top Secret Code at Bletchley Park J Roberts Senior codebreaker Captain Jerry Roberts tells the story of this extraordinary feat of intellect and to get his colleagues the recognition they deserve. HB 240pp £20.00
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The Royal Navy Lynx An Operational History L Jeram-Croft Based primarily on the words of those who flew and maintained it and tells the story of the very capable Lynx. 200 Colour photos. HB 287pp £25.00
The Avro 748 The Full Story of the 748, Andover & ATP R Church The history and technical detail of both types plus highly detailed individual histories of every aircraft and their operators. HB 304pp £47.50
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Zeppelin Hindenburg C Ganz The authors have collaborated to create the definitive history of the Zeppelin Hindenburg, using hundreds of B&W/colour photos, rare ephemera and detailed diagrams to highlight the sheer style of this mammoth lighter-than-air craft. HB 192pp £30.00
Japanese AeroEngines 1910-1945 M Goodwin This book explores in detail the development of all the engines produced by Japan from 1912 to 1945 including a full explanation of the different systems used to identify them. B&W photos, tables and technical drawings. HB 216pp £30.00
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INSIDE Polish Aircraft (1939) Instrument Panels D Karnas This book features detailed colour illustrations of the instrument panels from the most famous Polish aircraft from 1939 in very great detail. Colour photos. HB 38pp £15.00
Clipped Wings (Vol.2) Commonwealth Air Training Plan PreOperational Training Aircraft Losses 1939-42 C Cummings This volume catalogues the accidents suffered during the early training of aircrew before operational training. SB 468pp £25.00
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D E LTA D A R T
F-106 Delta Dart By Peter Doyle
using an external ventral fairing with the ammunition and the cannon being carried internally. A gunsight in the cockpit and an improved blown canopy oﬀering better vision was fitted at the same time.
Kit No: DS-006 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Meng Creative Models/Sprue Brothers
The F-106 fleet was stationed almost exclusively in the Continental United States, with the notable exception of a two year deployment to Korea involving several squadrons and the deployment of four aircraft to Iceland for a short period in 1978 plus, reportedly, short detachments to Germany. It seems that none ever visited the UK and the scheduled pair due from 87 FIS at the IAT at Greenham Common in about 1983 sadly didn’t turn up.
F-106A kits in 1/72
he Lockheed F-106A Delta Dart was an exceptionally elegant, streamlined, high performance, missile armed fighter aircraft. It served the USAF as an interceptor from 1959 through until 1988. It served only the USAF, and during almost exactly the same years that the English Electric Lightning served the RAF in a similar role. Three hundred and forty were produced together with sixty three tandem seat F-106B trainers and served with more than twenty regular Fighter Interceptor Squadrons (FIS) and half a dozen Air National Guard (ANG) Squadrons. The last was retired from squadron service by New Jersey ANG’s 119 FIS in August 1988. Many were converted to QF-106A optionally unmanned target facilities aircraft serving until 1997. Finally Project Eclipse, based at NASA’s Dryden research facility at Edwards Air Force Base, used two QF-106As until the last flew out of Edwards to retirement in May 1998. To allow supersonic flight, missiles were carried in internal bays much as on today’s F-22A Raptor. The bay was able to take two pairs of Hughes AIM-4F and AIM-4G Falcon missiles. A single AIM-26A Falcon nuclear tipped missile or a 1.5 kiloton AIR-2 Genie air-to-air rocket could also be carried. Project Six Shooter in the early 1970s saw the AIM-26A or Genie provision replaced by a single Vulcan M61 cannon fitted
There seems to have been only one mainstream 1/72 F-106A since 1969, the venerable Hasegawa kit, which has been reissued many times. Albeit with raised panel lines, it’s a reasonably accurate kit but was surely long, long overdue for replacement. Finally however, Meng has come to the rescue, as they did with the F-102A not so long ago. The kit comes in an unusually hard, brittle, but delicately detailed dark grey plastic. This hard plastic made removal of parts from the sprues diﬃcult, particularly so where sprue attachment points were very awkwardly situated, notably including just inside the extremely fine, delicate leading edges of the engine intakes and also in the interior of the jet pipe. There are also quite a few delicate struts and much care must be taken to remove them from the sprues as they snap very easily. I eventually used a razor saw to remove some of the finer undercarriage struts. There is also a photo etch fret containing the components to build an excellent boarding ladder and a very good Cartograf printed decal sheet covering three diﬀerent aircraft.
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The kit has a considerable number of options. A detachable radome is supplied, which can be opened to reveal a splendid replica of the Hughes MA-1 radar and fire control unit. Behind that there are access doors on either side of the nose that may be left open to reveal detailed avionics bays. The canopy may be left either closed or open to reveal a detailed interior and either an early Convair Rotational B ejector seat or a later Weber seat. Two diﬀerent instrument panels are also provided. The canopy itself is supplied in two diﬀerent styles, namely the original centrally framed version and the later blown version. Further back along the fuselage the original unaltered spine can be replaced with a section that contains an IFR receptacle. The fin has a poseable rudder and the airbrakes may be positioned either open or closed. On the underside the missile bays may be displayed open to reveal a good deal of internal detail including various pylons. An alternative single piece cover for the missile bays represents them closed whilst another represents the Six Shooter version of the aircraft with a replica of the 20mm M61A1 rotary cannon inside and a small external gun port on the outside. The elevons are poseable and two diﬀerent actuator fairings are provided to allow for both the neutral and drooped position. Also, early or late style main wheels are oﬀered. Armament includes an AIR-2 Genie nuclear missile on a dedicated trailer, two AIM-4F and two AIM-4G Super Falcons plus an AIM-4 storage case. There are also supersonic 360 Gal under wing tanks or the smaller, rarely seen, more rounded 230 Gal tanks. A retractable IRST ball may be displayed either retracted or extended. All in all an absolutely stunning array of options.
D E LTA D A R T
Engine and jet pipe assembly showing the internal exhaust nozzle fitted correctly into back of main jet exhaust
The main jet exhaust about to be fitted onto the main jet pipe
A view showing the complexity of undercarriage struts and attachment of undercarriage doors
The kit subject represented here is 58-0783 of 194 FIS, 144 FIW, seen at Fresno ANG Base CA
Cockpit, Engine and Fuselage Cockpit construction was the first stage to be undertaken and the excellent four piece Weber ejector seat was fitted. The instrument panel comprised a photo etch front to the panel with a decal sandwiched behind. This plus a control column was fitted into a cockpit tub to which a four part nose wheel bay was attached at the bottom. At this point I followed Meng’s advice and added the nose wheel leg before adding the whole unit to the fuselage. The cockpit was mainly light/medium grey with some noticeable black panels including much but not all of the instrument panel and also the side instrument panels. The Weber seats were the same colour grey as the cockpit interior with similar colour greyish parachute packs and straps, light brown cushions and very light grey seat belts. The headrest was dullish red and two ejection handles were built into the sides of the seat pan at the front in the position that an armrest might be expected. These were a very noticeable yellow in colour with some fairly small yellow and black striped rectangles on the side of the top. These handles were not represented well in the kit. The intake trunks were built up next, followed by the separate jet pipe unit. If part of this article could appear in flashing lights it would be to ignore the instructions regarding the orientation and location of the internal jet nozzle inside the main external jet pipe component. The instructions appear to show this variable area exhaust nozzle the wrong way round, pointing inwards rather than outwards and also appear to
show the nozzle inserted from the rear and sitting against an internal ledge. This is wrong and even if it is inserted the right way round it is far too close to the end of the main exhaust. I had already cemented all the jet pipe components together when I realised the problem and struggled to find ways, by cutting and filing, to fit the nozzle component so that it would sink slightly further into the jet pipe. But the easily damaged jet pipe was very delicate and although I improved matters a little I eventually failed! Fortunately our esteemed editor came to the rescue at this point by supplying me with a second kit. This enabled me to build a new, second jet pipe and exhaust. In so doing I discovered that the internal exhaust nozzle fitted perfectly when placed the correct way round but further forward, between the jet pipe and main exhaust nozzle and not inserted from the rear. Problem solved. Having done that I also assembled the upper and lower wing parts and the external intakes. The next stage was to add all the components thus far completed into a fuselage half before joining the two halves together. As often with deltas, not a lot of nose weight was needed although I put some behind the cockpit and retained some for the yet to be completed nose cone. That was followed by the completion of the wing assembly. What now became evident was that pretty well everything was interconnected in some way, usually by numerous hidden tabs, locating grooves, ledges and pins, and a considerable amount of test fitting was needed as a result. A quite notable feature of the kit was the precision
with which all these parts fitted together but which unfortunately was a double edged sword as it took little more than a tiny bit of flash at a corner or edge for parts simply not to click together properly. I found that I needed to undertake some trimming of the edges of the cockpit assembly in order to get the fuselage to close comfortably around it although this was followed by the fairly painless addition of the jet pipe assembly to the fuselage. The engine intakes next are a particularly tricky area, featuring a pin on the underside front of each bifurcated portion of the intake trunk which was intended to fit into a small hole in the front upper part of the lower wing component. This has the eﬀect of spreading the intakes exactly the right amount apart. However the pin is easily cut oﬀ in mistake for an untidy sprue attachment point (!) and its presence is vital because, remembering the interconnectivity of everything, in its absence the external intake itself will not line up accurately with the outer wall of the fuselage and a significant step will result between the two. Even then, after applying much care and attention to the assembly of the wings and the fuselage, I finished up with a gap along the upper wing fuselage junction, as though the lower part of the centre of the fuselage should have been spread slightly further apart, which was surprising given that there were bulkheads present and much else crammed inside the fuselage. Somewhere along the line I don’t doubt that it was my error, but filling the gap at the wing root was trivial so no harm was done.
MAY 2017 • VOLUME 39 • ISSUE 03
D E LTA D A R T Parked aircraft were usually seen with elevons drooping and I used the option from the two diﬀerent alternative pairs of actuator fairings to enable this to be shown. There is much in the way of internal detail in avionics bays, the radar bay behind the nose cone and weapons bays, all of which may be left open. My own preference was to leave these all closed up but many will relish the challenge of painting and detailing these areas. The doors on the avionics bays fit well in the closed position but do need to be test fitted. Meng does suggest the basic internal colours required here to be interior colour, which elsewhere clearly refers to locations that are known to be painted Interior Green, FS34151. Also, for those like me, there is a single piece cover for the weapons bay replacing the multi part, opening doors. I thus fitted the missile bay doors closed but found in the process that it was necessary to remove four rectangular lugs standing proud of fuselage. I also reduced the prominence of the missile door hinge line. Attention was now turned to the fin and dorsal fairing component. It is important to note that the airbrakes must be attached to the fin assembly before the fin is attached to the fuselage as it is not possible to attach it later if the airbrakes are to be displayed open, which was the usual configuration for an aircraft at rest. Fitting the fin to the fuselage was surprisingly diﬃcult because of all the tightly fitting interlocking tabs and grooves and much trimming was needed before it would finally sit down correctly on the top of the fuselage. Great care should also be taken (flashing lights again!) that the airbrake jacking mechanism must be the correct way up or the airbrakes will foul the fuselage when the fin and airbrake assembly is attached to the fuselage. This is not obvious visually and is not clear in the instructions, which don’t show that there is actually a right way up and a wrong way up. Be assured that there is. The main undercarriage was the next task and was comparatively straightforward. Be aware that the main U/C legs and struts are both identical and interchangeable and are not mirror images of each other. This means that the support struts, which come across from the inner side of the undercarriage bay, are located in diﬀerent slots on each side, as are the retraction jacks. Note too that the main wheels are keyed. F-106s invariably featured lowered main, inner undercarriage doors. Support struts from the undercarriage legs to the outer doors were not shown well on the instructions but actually pass either side of the main undercarriage leg and once that is done it becomes evident at what point they attach to the main legs. The nose wheel undercarriage door is almost horizontal when the hydraulic system is pressurised but slowly sags to a near vertical position when the engine is shut down and the pressure degrades. Other straightforward details to be dealt with include the dorsal beacon, the nose cone, the arrestor hook, the windscreen and canopy and the pitot tube. My suspicions that given the fairly brittle plastic, the very delicate, scale thickness pitot tube wouldn’t last for long were
amply justified. Even whilst I was cleaning oﬀ with great care the remains of the sprue attachment points I almost immediately managed to snap oﬀ the narrower front part of the pitot. Fortunately we have Master nowadays so I obtained their F-106 pitot tube, which although designed for the Hasegawa F-106 was easily adapted to fit. The retractable IRST ball located just in front of the windscreen was not often seen extended and I fitted the alternative blank covering plate. Armament is to choice as is the addition of drop tanks. The most common configuration was the fitment of two supersonic 360 gal tanks.
Painting and Finishing Apart from some test machines, pretty well all F-106s were finished in ADC Grey, FS 36473. This is no longer in the Humbrol range but I used a 50:50 mix of Humbrol 87 and Humbrol 34, adjusted to match my FS595 charts. Interior surfaces were mainly Interior Green FS 34151, and I again mixed it myself, this time from medium grey and dark green, again adjusted to match the FS595 charts. Undercarriage units and undercarriage bays varied but green FS 34151 seemed to be the norm for undercarriage bays and for the interiors of undercarriage doors. Struts attached to the undercarriage doors were usually Interior Green too but occasionally white. Meng recommends that wheels and undercarriage legs should be silver but that seems not to be consistently borne out by photographic evidence. White appeared to have been common in more recent years, particularly on undercarriage legs, and white legs with silver wheels were often in evidence. Wheels had the usual dark coloured brake units, inboard on the main wheels, whilst the outboard face of the wheels were often discoloured by dust, dirt and/or oil. The main undercarriage retraction jacks were silver with polished oleos whilst the main undercarriage struts were usually white to match the legs. Airbrake interiors were commonly Interior Green although sometimes appeared in variations of grey. One or two Calif ANG aircraft used red to match the external faces of the airbrakes. The arrestor hook was occasionally red but usually ADC Grey and the nose probe, usually grey, sometimes had a spiral red and white stripe along it. Another prominent variation was the black antiglare panel behind the nose radome. On probably the majority of aircraft it curved down elegantly from just below the windscreen to the bottom of the nose radome. However on some aircraft the
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antiglare panel stretched directly forward from the windscreen, in line with the bottom of the canopy frame, to meet the nosecone at almost ninety degrees. One of Meng’s three options is painted in this way. From examination of photos it almost seemed that there were diﬀerent fashions within diﬀerent squadrons, with for example Calif ANG almost always wearing the curved style of antiglare panel whilst Mass ANG almost always wore the alternative, straight edged style. Undercarriage colours also seemed a fashion with Calif ANG generally having white legs with silver wheels whilst Mont and Mass ANGs seemed mainly to have white legs and white wheels. Meng supplies excellent Cartograf printed decals for 186 FIS Montana ANG and 119 FIS NJ ANG aircraft, both towards the end of their careers, and a 539 FIS aircraft in the early days of the F-106A, with the latter featuring the early options of canopy, wheels and ejection seat. Personally I was rather keen to make an attractive 194 FIS Calif ANG aircraft with its fin based on the California flag. I achieved this by using Caracal’s recent decal sheet, also printed by Cartograf. The aircraft I made, 80783, had the simple style of antiglare panel, less usual on Calif aircraft, white undercarriage legs with silver wheels and the unusual red interior to the airbrakes mentioned earlier. Be warned that diﬀerent decal sheets oﬀer significantly diﬀerent sizes of national insignia. Eventually I used the various insignia and stencils from the Caracal sheet, which appeared to be the most accurate. On aircraft themselves stencils varied enormously from one to another. Reference photos of the subject in question are an invaluable aid.
Conclusion The tooling is undoubtedly complex and in some places the instructions really aren’t up to the job required of them. But the end result is potentially stunning and this is most certainly a value for money kit.
E D I TO R I A L
THIS MONTH’S FEATURES: 4.
o did you get your subscription yet? If not then this is just a quick note to remind you of the benefits of doing so. We are now oﬀering eight pages extra editorial content for subscribers only. Take out a sub and the magazine will come through the post with the extra section bound seamlessly in, somewhere around page 37. One of the advantages of having the magazine owned by a printer is that we can do stuﬀ like that and print on better quality paper so it all looks good too.
F-106 Delta Dart
By Peter Doyle
Walkaround F-86A-5-NA Sabre By Steve Muth
This move has been regarded in some quarters as controversial, but I can’t see why. It makes complete sense to me as from an economic standpoint we get a greater return from subscriptions than from High Street sales, where a considerable fee has to be paid in some cases to see your title stocked. The extra content is selected from the same folders as the rest of the magazine and is neither cherry-picked nor downgraded. As we said initially when we launched the scheme it is simply more of the same. So if you want more for less than do please take a look at what we have to oﬀer.
Master Mud Mover New Stuka from Airfix By Rick Greenwood
Missile Mallow Beriev Be-10 Conversion By Ken Duﬀey
Reach for the Stars The C-141 Starlifter in Context By Richard Mason
86 Fighter Interceptor Wing Dogs & Deltas at NATO’s Front Line By Bob Owers With Colour Profiles by Mark Rolfe
Meanwhile the rest of the modelling scene continues to grow and thrive, and we grow and thrive with it. Somewhere out beyond the workbench apparently Spring is here, our concentration is disturbed by the distant clatter of lawnmowers, and the greasy water in that jar of crusty paintbrushes has all but evaporated with the coming fine weather.
Colour Conundrum The Deep Sky Blue Mystery By Paul Lucas With Artwork by Mark Rolfe
Heritage and Helicopters The Royal Navy at RNAS Yeovilton International Air Day 2016
Never mind all that though. Draw the curtains and retreat into a magnified circle of artificial light, scalpel in hand and air tainted with solvents. There is work to be done...
By Gary Hatcher Editor Distributed to the UK and International news trade by
By Ray Ball
Looking at this month’s issue I am pleased to see the usual wide spread of subjects and scales. SIG 144 continue to amaze me and their members’ contributions are always a delight to behold. I first became interested in the scale six or seven years ago and I recall scandalising my then readership with the inclusion of more than one or two pages per issue of the small stuﬀ. Looking at the product now in the marketplace I am delighted at how things have moved forward, and with the range of stunning new kits growing all the time it is a real treat to see quality aftermarket accessories becoming increasingly available, with companies like Shelf Oddity adding to the existing quality products available from Retrokit and others. Scaling down makes even more sense now than it did when I bodged my first Trumpeter F86, and with a 1/144 C-5 finally in the pipeline it can surely only be a matter of time before the Editorial eye is cast thither once more.
http://www.inter-media.co.uk/ Subs-Section: Bf 109A/B by Gary Hatcher, Sub-Cutaneous by Paul Lucas and IAR-80 in 1/48 by Huw Morgan 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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MAY2017 • VOLUME 39 • ISSUE 03
NEWS BY SORGE
The AMG Bf 109D under construction with various items displayed including the troublesome cowling top and exhaust manifold panels, three piece canopy, VDM/Hamilton propeller hub and blades, and the rubber/vinyl tyres fitted on the hubs. Note the short leading edge slats and the machine gun ports drilled into the leading edge of the wing machine guns, again only fitted to the Bf 109C and D.
AMG Messerschmitt Bf 109D By Neil Robinson Scale: 1/48 Kit No: 48719 Type: Injection Moulded Plastic Manufacturer: AMG Hannants Simultaneous with their Bf 109A, Arsenal Model Group (AMG) have just released the later Jumo 211D engined Bf 109D variant. Not surprisingly the new boxing contains largely the identical same sprues as the Bf 109A kit, but has a modified Sprue G, of which more anon. AMG are not the first construction kit company to produce the early Jumo engined Bf 109s in 1/48 scale. In the early 1990s, Hobbycraft released a range of kits covering the Bf 109B, Bf 109C and Bf 109D, which were essentially the same kit, but with options for the Schwarz fixed pitch wooden propeller or the VDM-Hamilton variable pitch, two blade metal propeller, and various styles of exhaust manifolds. The most obvious faux pas was that the wing had engraved panelling for the standard short leading edge slats (which were a little too short anyway), only fitted from the Bf 109C onwards, the Bf 109A and B having the longer leading edge slats, and engraved panelling for wing mounted 7.9mm MG 17
These two items aside, there were also suggestions that the fuselage may have been a little too short, and narrow towards the fin, and other accuracy problems were noted including misplaced cowling gun slots, incorrectly positioned carburettor intake scoop, some inaccurate panel lines and cooling slots on the cowling, a poorly shaped radiator intake, a cockpit interior more typical of later 109 models and the lack of the fuel filler cap under the cockpit sill. Despite this apparent catalogue of errors, the kits went together well and could be made into decent models that ended up looking like early Bf 109s. Then in 2006, Classic Airframes released the first of what was to be a family of Jumo engined Bf 109 kits. The first boxing was a Bf 109A, but could be built as the V4, V5 or any of the early production machines with long leading edge slats. A multimedia kit, it included twenty two resin parts, a photo etched fret and a printed clear acetate sheet for the instruments. The shape of the model was generally accurate and a great improvement over the old Hobbycraft kits. Panel lines were crisply engraved and the fabric control surfaces subtly done. Although there were no locating pins/holes on the main parts, assembly was straightforward and the bottom of the lower wing half was reinforced with a long spar which not only added rigidity but maintained the correct dihedral. The specific attributes of the early 109s were well represented in the kit, including the wing root fairing
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A view showing the brass etch fret section with the rectangular cut-outs, none of which match the shape of the upper wing machine gun access panels, which on my model were measured and scribed by hand. Note also the small trailing edge flanges made from thin plastic card that are also absent in the AMG kit without the reinforcement strip, the long leading edge slats and the location of various specific hatches and panels. An injection moulded plastic Schwarz propeller and a VDM variable pitch unit were both included, plus an additional resin cast Schwarz propeller, which looked to be a better shape than the injection moulded version. A three piece canopy was also provided. All the resin parts were well cast and detailed and included two diﬀerent one piece upper cowlings, one with cooling slots and one without, both with the carburettor intake scoop, exhaust panel and machine gun details cast in place. The position of the gun troughs, panel lines, exhausts and slots all looked correct. The photo etched parts oﬀered additional detail in the form of an instrument panel, seat harness, an engine cowling front plate with cooling holes, additional radiator face details and two alternate main wheel leg doors. The decal sheet and painting guide oﬀered markings for six aircraft. Following the initial Bf 109A release, a Bf 109C/D boxing was produced. Not surprisingly, the majority of the sprues and parts were identical to the Bf 109A, but the wings were replaced with ones with shorter slats and featured the upper surface machine gun access panels although no gun ports were moulded in the leading edges. The fuselage halves remained the same which meant that the oxygen filler port and electrical socket were not repositioned as they should have been. Alternative resin upper cowlings, one with ejector exhaust manifolds and the other without, were also included. Decals were
also provided for six examples.
The New AMG Bf 109D I had assumed AMG would mould new, modified wing halves for the Bf 109D as the kit’s wing halves being on individual sprues (B and F), this is a practical option, as the D not only had shorter leading edge slats, but wing mounted MG 17 machine guns, for which there were quite noticeable rectangular m/c gun access panels on the upper surface of the wings. However the kit’s only concession to the fact that the D is diﬀerent to the Bf 109A or B are inserts (parts G7 and G8) to be glued in to the leading edge slat recesses to allow the shorter slats (parts G1 and G2) to be utilised, and the instruction to drill open m/c gun ports and fit short barrels (part 9 x 2), which weren't visible on the real machine anyway! There is no mention nor indication (at least that I can see) in the instructions regarding the m/c gun access panels on the upper surface of the wings, although there are some open rectangles on the etch brass fret, although these aren’t quite the right shape for the MG 17 access panels, that may have been included for use to scribe them in? Keeping with Sprue G, interestingly there are a pair of longer machine gun barrels (part 6 x 2) and what appear to be teardrop fairings (part 4 x 2) that could indicate underwing clearance blisters for a future 20mm MG FF cannon wing... although as far as I am aware none of the Jumo engined Bf 109s were so armed, so it could indicate that there is a Bf 109E-3 in the pipeline perhaps? As for the rest of the kit, starting in
the oﬃce, the cockpit interior is acceptable, at least, for an average modeller like me, comprising an injection moulded floor, rear bulkhead, two sidewall panels, rudder pedals, a spade grip control column (although I think the D was the first subtype to be fitted with a pistol grip control column, but I wouldn’t swear to it), tailplane trim wheels, all with raised details, and a blank instrument panel base, all of which fit well and on to which additional items are glued in either plastic, such as the oxygen bottle and throttle box levers, or in etched brass, for the map case, which apparently could be fitted to either side wall depending upon the whim of the pilot, radiator control linkage lever, and drive chains for the tailplane incidence trim. The blank instrument panel base is then built up with acetate sheet printed dials and etched brass front plates, creating a most realistic eﬀect. Once all the cockpit interior parts have been painted, the details picked out, weathered and the whole lot given a subtle wash, they can be assembled and fitted into the fuselage halves before they are closed together. A Jumo 210 engine block is integrally moulded in with the fuselage halves, to which, when the halves are joined, can be added various items such as the cylinder head, engine mounts, coolant reservoir and various other enginey bits and pieces, presumably for if the engine is to be displayed. Unfortunately I fear that it may not be detailed enough for those who want it on show, and for those who don’t want it displayed, although there is no need to add all the additional parts, it does make for an overly complicated engine cowling construction, which involves a separate cowling top (in halves), a front upper cowling section, underside radiator (in halves) with separate radiator block (in front and rear facing halves), and exhaust manifold panels, all of which can only be fitted after the wings are attached, as the full span lower main plane half has the underside of the cowling moulded integrally with it! In fact the engine cowling assembly proved to be the most diﬃcult part of the kit’s construction, and it was only after some trial and quite a lot of error that I found a reasonably practical way of putting it together, by the following sequence: • Fit the front top engine cowling (part G5) and allow to dry. • Attach the underside radiator after assembling it ( D5/D6, D11 and D12) and allow to dry. • Fit the exhaust manifolds (parts G10 and G13) to the outer plates (parts D15 x2 ) and then test fit
them and trim where necessary so that they easily slot into position above the lower cowling panel line and radiator fairing top panel line. • Then after joining the main cowling halves (D8 and D9) and allowing the join to set, drop it into position and trim where necessary to get a perfect fit.
wing tip navigation lights could have been handled better as clear rectangles are provided that glue in to the tips, but they have to be sanded flush and then the actual bulb pip restored to clarity, or as most of us will do, sand them flush and simply add a small blob of PVA painted in the appropriate coloured clear paint.
That’s the theory anyway, but in practice it took quite a bit of time, the use of thin plastic card shims here and there, Tamiya Extra Thin Liquid Cement and quite a bit of Anglo Saxon invective to get an acceptable result. The radiator does have a separate cooling flap which is a nice touch, so all was forgiven.
The three piece canopy is nice and clear, and correctly represents the original/early framing style, but needs a bit of fettling to get all three parts to fit properly. Masks are provided but it may be easier to use Tamiya masking tape as the ones for the windscreen aren’t a particularly good fit.
The main wheel wells are separate items and need to be glued to the inside of the lower wing half before the upper wing halves are attached. Care needs to be exercised here to make sure these main wheel wells are accurately and securely glued into place as the fit is critical to allow the upper wing halves to fit over them. Clamping them tight while the glue sets worked for me, but I still had to do a bit of judicial sanding to get everything to seat perfectly. When the wings were attached to the fuselage, clamps were again utilised to make sure everything was kept in place while the glue cured.
The port underwing oil cooler is a resin part, but there is a choice of either an injection moulded or a resin, Revi C/12 B gunsight, both requiring the clear acetate sighting reticules to be sourced and fitted. The cowling top carburettor intake is a separate injection moulded part, and quite rightly only one propeller unit is supplied in this boxing, the two blade metal VDMHamilton variable pitch, comprising the propeller blades, a back plate and two hubs, of which hub D3 is to be used, but I’ll be damned if I can see any diﬀerence between them. The Bf 109A has a choice of two propeller units, the VDMHamilton and the Schwarz.
The undercarriage legs are a butt join against the wing root wall and rear wall of the main wheel well, which will require a bit of eye work to line up the forward rake and the splay correctly, but once the glue has set, it results in a firm and realistic fit. The rearward facing suspension scissors are etch brass, which makes them to scale, but unlike their Bf 109A, which also included resin undercarriage leg covers, AMG only provide injection moulded ones in this kit. Initially I was a little suspicious of the vinyl rubber main and tailwheel tyres. They’re very black and shiny, but after a rub over with a sanding pad they take on a much more realistic dull sheen and representation of the dark grey wartime German aviation tyre hue. The inner and outer hubs can be painted before sandwiching the tyre in between them, whereas the tailwheel tyre has to be teased around the one piece hub. The ailerons, flaps and slats are all separate, as is the rudder and the elevators, which is good, but... the flaps needed the cut-outs in their leading edges (where they locate on to raised wedges) opening up to allow them to fit. The ailerons needed trimming to get them to fit between the outer edges of the flaps and the wing tips, as did the leading edge slats which needed quite a fair bit slicing oﬀ their outer ends to get them to fit. I feel the
The decal sheet oﬀers five options, all in the standard RLM 70/71 upper surface splinter scheme with RLM 65 under surfaces, all based in pre war Germany: • Red 9 of 2./JG 132 based at Jüterborg Damm, 1937 • Yellow 1 of 3./JG 21, Güttenfeld, 1938 • Red 6 of 1./JG 51 Fürstenféldbrük, August 1939 • The mount of the Geschwader Kommodore of JG 131 Richthofen, Gerd von Massow, Doberitz, 1938 • An aircraft of Stab I./JG 131, circa 1938, with a lightning bolt style arrow behind the Stab chevron All in all, this is not a bad kit and looks accurate enough in outline and dimensions, and is reminiscent of the Classic Airframe style of limited run moulding, but I fear that AMG may have missed the bus somewhat with not supplying new wings, which they could easily have done as they're on separate sprues. It is not a kit for the younger or novice modeller, and will take some care and not a little modelling experience to put together, especially around the engine cowling area, but it does provide us with a much needed Jumo engined Bf 109 in 1/48, so dig deep mes amis, stop moaning, and buy one!
MICRO-MIR Whistling Kit Armstrong-Whitworth Argosy (200 series) By Andy McCabe Scale: 1/144 Kit No: 144014 Type: Injection Moulded Plastic Manufacturer: Micro-Mir Hannants/Stevens International The Armstrong-Whitworth AW650 Argosy was a four engine propeller transport aircraft designed and built by Armstrong-Whitworth Aircraft primarily as a military transport for the Royal Air Force. The Argosy first flew on the January 1959 and was not retired from commercial use until 1991. Seventy four were built. The RAF retired their last Argosy in February 1975 replacing it with the Lockheed Hercules. Civilian use was limited but it saw service worldwide. The Micro-Mir kit of the Argosy consists of six sprues of grey and one clear sprue of injection moulded plastic, two decal sheets, one etched brass fret and one instruction booklet. Decals are provided for five diﬀerent operators: • Armstrong Whitworth Argosy c/n 6803, 9th March 1979 of IPEC Aviation Australia • Armstrong Whitworth Argosy ZK-SAL, Safe Air, November 1990 • Armstrong Whitworth Argosy, c/n 6801 Operated by Aer Turas, Ireland, 1971 • Armstrong Whitworth Argosy, c/n 6802, Operated by Safe Air New Zealand, 1974 • Armstrong Whitworth Argosy, series 222, British European Airways, 1962 This is another nice release from Micro-Mir of an aircraft I quite often used to see in the skies when I was in my youth, so it has an appeal to me. The parts are nicely moulded and the inclusion of masks and an etched fret adds to the level of detail in an already nicely produced kit. This should look excellent when it is built up and I may just have to find some appropriate cargo for it.
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NEWS BY SORGE airline, Sweden, April 1934 to May 1937, TWA Trans World Airlines, August to November 1933 and Aerovias Centrales S.A Airline, which was a subsidiary of Pan Am Air carrier, Mexico, August 1933 to May 1934.
CLASSIC DELTA Delta 1C Swedish, TWA and Mexican Service By Andy McCabe Scale: 1/72 Kit No: FR0032 Type: Injection Moulded Plastic Manufacturer: Frrom-Azur Hannants/Squadron The Northrop Delta 1C was a singled engined passenger aircraft designed and built by the Northrop Corporation in the United States during the 1930s. The Delta 1C was powered by a single 700hp Hornet engine and could carry eight passengers and one crew with a range of 1,430 nautical miles. The type entered service in 1933 and thirty two were built and saw use with a wide range of civil and military operators.
The parts are nicely moulded and have nicely recessed panel lines and surface detailing, and the decals are also nicely printed by Aviprint. The third Delta, (c/n 7), the only Type 1C built, had a much longer career than its predecessors. Equipped with a P & W T1D-1 engine of 700hp, it was acquired in April 1934 by the Swedish company AB Aero, given the Swedish registration SE-ADI, was named Hälland and served on the Gothenburg-Copenhagen-Malmö and Malmö-Copenhagen-Hanover routes. This aircraft was unique in having its door enlarged and the corresponding windows modified. As the decal sheet caters for this option Frrom provide a vinyl mask to use either as a scribing template or to represent the door itself.
The Azur kit contains four sprues of grey and one clear sprue of injection moulded plastic, one decal sheet and one instruction booklet. Colour call outs are for Gunze paints and decals are provided for A.B AeroTransport
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RS MODELS Zerstoerer Messerschmitt Me-309 V-4 By Konstantine Malinovski Scale: 1/72 Kit No: 92202 Type: Injection Moulded Plastic Manufacturer: RS Model Dr. Messerschmitt was one of the first to realize the limitations of his Me 109 design and foresaw that, given the speed of allied aircraft development, a replacement for his highly successful fighter would be badly needed. Work on a 109 successor started as early as 1940 and the Me 309 was one of the contenders. From the first look one can see that an honest attempt was made to address the points the pilots criticized about Me 109, like poor visibility to the rear, tricky handling capabilities on the ground and weak undercarriage, short range and relatively light
armament etc. The program did not turn out to be a success however, and only four test airframes were built. The test results were found unsatisfactory as the performance of the new design did not suﬃciently exceeded the fighters already in production. As a result the program was scrapped. I have to admit I have a soft spot for RS kits. The choice of subjects is very intriguing, a lot of attention is paid to the accuracy and the surface details are generally of high quality. Personally I much preferred their earlier eﬀorts, when they included vacform canopies and etched details in their kits, but those days are gone, and this particular kit follows the current trend of no frills and an injection moulded canopy. The good news is that with this V-4 kit, all the extra parts are provided for the earlier version, hence if you wished a Me 309 V-1 or V-2 can be built from the kit.
The plastic parts are moulded in the usual tan coloured plastic and feature nicely done recessed panel lines. The first impressions are as usual rather positive. There is some minor flash on some of the parts, so extra care will be needed to make sure it does not appear after painting. The cockpit glazing is as usual on the thick side, but with good clarity. The thickness of the canopy however might pose a problem with fitting during the assembly. The cockpit details are adequate for the model built with the closed canopy. Sadly there is no decal for the instruments, neither is there any imitation of the safety harness. There are a few other things a modeller will have to keep in mind: • The gun troughs on the cowling are too shallow and will need to be deepened and the gun ports drilled • The openings for spent cartridges chutes on the lower
sides of the wings are given as recessed lines perhaps to suit the earlier unarmed airframes better, but for the V-4 they need to be cut out • The trailing edges of the wings are a bit thick, a usual limitation of the short run technology, so they will need to be thinned • The wheel wells covers are also a bit thick and need extra attention Four versions are provided for on the decal sheet. Three of them are fictional subjects from the Luft ’46 realm, but one is for the test airframe, luckily for me. The quality of print on the decal is very good. Yet another solid product from this reputable producer. Like any short run kit it will be more suitable for more experienced modellers. I am very excited to have it for a build review and really look forward to tackling it.
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Avia B-534 Super Quattro By Huw Morgan
Kit No: 4452 Scale: 1/144 Type: Injection Moulded Plastic Manufacturer: Eduard www.eduard.com
he kit reviewed here is the Quattro boxing of the late versions of the B-534 (early versions are catered for by kit 4451) containing enough plastic for four individual models and a decal sheet having eight options. Choice isn't infinite however since the plastic parts represent one unarmed 1937 model, two four gun Series 4 and one Bk-534 cannon armed versions, the primary diﬀerences being in the fuselages and upper wing parts, and the decals oﬀer the single unarmed airframe, together with five Series 4 options and two Bk-534s. Interestingly the sprues appear to have most of the parts other than the fuselages for the early models too, including the clear bubble canopy and upper deck. The kit looks to have benefited from Eduard's research in
producing the 1/48 and 1/72 models of the B534, with very fine engraved surface detail and exceptional engineering. The decal sheet is superbly printed and Eduard's characteristic colour instructions are easy to follow, colour call outs being for Mr Hobby Aqueous and Mr Hobby Color. For the purposes of this review I'd agreed with the editor that two models would suﬃce and I'm keeping the other two while I decide which of the schemes to use. I chose to build the one unarmed version, OK-AMO from the 1937 IV International Aviation Meeting in overall khaki with aluminium undersides, and one four gun series 4, H4+GR of 7.LLG 1, on the Eastern Front in 1942, in a winter white distemper over the original khaki. There's a neat though tiny cockpit with a seat, instrument panel and control column, and decals for the panel and seatbelts. The interiors are all aluminium for which I used Mr Metal Color 218, with a black instrument panel and for some variety I painted the seat cushions brown. The fuselage halves close up exactly around the cockpit and the ventral radiator parts, with the upper cowling fitting precisely at the front, the joints needing only the lightest of scrapes and buﬃng with 600 grit abrasive.
provide a helpful diagram. I predrilled locating holes in the wing root, cowling and lower wing and attached short lengths of Uschi van der Rosten standard elastic thread, which could then simply be pulled taut over the ends of the struts and secured with the slightest smear of superglue. The elasticity of the thread means that the rigging is relatively tolerant to catches, although snags with sharp items are to be avoided. I only had to replace two lengths! The purist among you will notice I abandoned the doubling of the wire at the forward struts, life's just too short. The horizontal tailplane parts need some minor fettling to get the fit as neat as possible, but the support struts fit without drama. There's a choice of early or late cockpit canopies depending on the airframes chosen, both being nice and clear, and Eduard's precut mask set is terrific. After polishing and masking, I attached the canopies with acrylic Pacer 560 glue.
The lower wings fit positively by virtue of two locating pins and again the joint is good enough that no filler is needed. The cabane and interplane struts can now be added to the lower wing and although Eduard would have you go on to attach the upper, I decided to leave it oﬀ to ease painting and the (whisper it) rigging. I made myself a small card template to help align the struts to a spacing to fit the upper wing, although in reality it was hardly necessary, the quality of the engineering of the parts being such that they pressed into place, taking up the correct angle and needing only a waft with Tamiya Extra Thin to fix them.
It's already time to paint! With some forethought on painting sequence, the tiny nature of the airframe doesn't cause any diﬃculty. I painted the undersides of the fuselage and undersides of the lower and upper wing (still not attached) first, using Mr Hobby H51 for the light grey and Tamiya XF-51 Khaki on H4+GR, and Vallejo 77.716 for the semi matt aluminium on OK-AMO. Having masked these with a combination of Tamiya Kabuki and vinyl tape, XF-51 could be applied all over for OKAMO and in random patches on H4+GR. The rather blank khaki finish of OK-AMO was treated to some highlighting (lowlighting?) with XF-51 with around 20% XF-59 Dark Earth added, and H4+GR received a patchy winter coat of Tamiya X-2. Once dry both airframes had some light distressing with 1,000 grit abrasive which brought out the surface detail. Thin coats of Tamiya X-22 gloss prepared the way for the decals.
I'd decided to have a go at the rigging, which thankfully is pretty straightforward, and Eduard
The decals are superb! They release quickly, have excellent registry and colour density and
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CZECH OUT settle easily with a hint of Micro Sol. There aren't many appendages to attach, just the three piece undercarriage frame and wheels, spatted or not, one triple bomb set and fuel tank on H4+GR and the prop/spinner. With the whole lot assembled, a final unifying coat of Citadel Purity Seal varnish smoothed everything out and
Nose Job for a Yak Brengun’s Yak-1 (Early) By Konstantine Malinovsky
gave a nice surface for some gentle weathering and staining using pastel chalks.
Conclusion Terrific! If you've read the above you'll know that I was seriously impressed by the quality of
amed after its chief designer, Alexander Yakovlev, Yak-1 was an extremely important fighter for the VVS RKKA during World War II. Its performance and designed ensured that out of three new single engine fighters available to the VVS in 1941 only the Yak-1 was still in production and service by 1944. 8,670 Yak-1s were built from 1940 to 1944 and the later version, the Yak-1b, became the basis for the best Soviet fighter of World War II, the Yak-3.
This kit is in direct competition with the much earlier and also short run A-model kit and mimics its relative division into early and late versions presumably diﬀerentiated by the rear canopy style. But how early is the early Yak-1 by Brengun? Answering this question will help us to estimate how accurate the kit is overall.
Kit No: 72020 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Brengun www.brengun.cz
A brief look into the history of the type shows that a simple division into early and late versions is somewhat simplified. Production of the type started at Plant 301 in Moscow and in 1941 fully transferred to Plant 242 in Saratov. The airframes from these two facilities had a number of very noticeable exterior diﬀerences, and to be absolutely precise the machines produced at Plant 301 should be titled as early Yak 1. In 1941 Plant 242 became the main and sole producer of Yak-1s, and as it is very typical for Soviet
the moulding and the overall engineering, which made the fit exemplary and the build process a pleasure from start to finish. Unreservedly recommended, although I've now a dilemma as to what to do with the remaining pair. Perhaps I'll need another four... or perhaps the early ones and the JBr decal sheet.
production practices the modifications, simplifications and improvements were introduced right at the production line. These changes were a constant process and sometimes these modifications turned out as major alterations to the initial design. For example, just in the course of 1942 there were over 5,000 major changes introduced to the aircraft. The kit is clearly intended to represent an airframe built at Plant 242, the most prominent evidence being the presence of the landing light on the wing and the long channels for the machine gun ports on the nose. Moreover the presence of the landing light indicates that the airframe belongs to the twenty ninth series or later, hence it was produced after October 1941, with more than a year on the production line and well over a thousand airframes produced by then. As for this particular kit Brengun suggests to use the window type of tail position light and the transparent rear part for the canopy, we can also conclude that the finished model should represent an aircraft built between October and December 1941. A few hundred machines were built during this period and there are plenty of painting scheme choices for this particular configuration which makes it very surprising that none of this boxing’s suggested painting options are applicable. Two of them represent preproduction machines, naturally built at Plant
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CZECH OUT 301, and the most interesting option representing the machine flown by Lieutenant Juravlev of 21 Fighter Regiment of the Baltic Fleet was also produced by Plant 301. Hence an aftermarket decal sheet is a must for this kit if you intend to have a historically correct model. Reviewers elsewhere have pointed out three main issues with the accuracy of the kit namely the shape of the fin and rudder, the shape of the fuel tank covers underneath the wings in the midsection, and the shape of the cowling. I compared the tail unit shape with the drawings published in The First Yak (Polygon), generally considered the best available, and to my mind the tail unit shape is correct and does not require any meddling. Some reviewers stated that the corners of the fuel tank covers on the Yak-1 should be hard and not rounded as Brengun provides in the kit. All the line drawings I know of show the covers with rounded corners but there are a few photos of Yak-1s with the square covers as well. As I could not determine what production batch those wings so pictured could be attributed to, I can only say that the whole issue is not very clear. Presumably both types of covers were used in the aircraft’s long production life and given the ambiguity, I decided to give the drawings the benefit of doubt and leave the covers as they were. The shape of the engine cowling in its extremity needs to stoop towards the spinner and it is straight in the kit. This needs to be addressed. But there are also a few more issues with the front part of the fuselage that need to be corrected. Brengun provides a very decent representation of the pilot’s oﬃce, however they completely omitted the rudder pedals, and while these are not particularly noticeable on a model even with the canopy opened, they have also omitted the very prominent side consoles on both sides of the fuselage. I can understand the omission of smaller parts like MG reload handles or valves and sticks, but in this day and age a set of seatbelts should be a common courtesy especially when the base kit has the photo etch fret included as a default. To spruce up the cockpit on this build I borrowed the valves from a generic photo etch set, painted the photo etch instrument panel by hand and scratch built the rest from thin plastic card and tin foil. I would also suggest extra care positioning the pilot’s seat when closing the fuselage halves. The structure behind the armoured backrest is thin and can be very easily damaged. On the positive side the resin oil radiator grill fits perfectly into its allocated place.
The wing assembly then can be attached to the fuselage, and here I had some moderate fit problems at the wing root joint. Some sanding was required but nothing too major and very possibly it was not the kit’s fault but my own. Brengun chose to provide a separate part for the complicated shape of the turbo charger air intake, which is attached to the root of the port wing. It reflects the complicated shape of this detail much more truthfully than integrally moulded parts, but unfortunately will require very careful fitting and blending into the adjacent surfaces. This was the only time putty was used during this built though. The fit of parts is nothing exceptional throughout the kit but well in line with modern short run kits and there were no issues that posed a serious challenge. With the airframe assembled and the glue properly dry, one can rectify the issues with the front of the model. But I would suggest starting the nose job by correcting the spinner. Dry fitting of the two parts shows that the shape of the spinner is definitely oﬀ. Luckily with some TLC the situation is very salvageable. For some reason Brengun decided to imitate the spinner joint with some sort of raised panels, but on the real aircraft these parts fitted perfectly and were not noticeable at all. All the panels need to be gently sanded down, with a further 0.3mm taken oﬀ the radius of the spinner. The change of shape is very noticeable and the resulting part is much more acceptable. After fixing the spinner it is time to correct the shape of the nose. It is neither hard nor tedious work, as all one needs to do is gently sand down the top of the cowling in front of the round access hatch for the coolant tank. Sanding should be done in a wedge conforming to the shape of the cowling decreasing its extremity by just 0.75mm. Then by dry fitting the spinner one can move its axle slightly down so the corrected spinner and the sanded down cowling form a gentle curve. It actually took me longer to write this paragraph than to correct the nose of the aircraft. Regrettably just fixing the shape of the nose is not enough. The next step should be carving out the cooling slit on the chin in front of the oil radiator. It is barely marked on the kit but should be both bigger and deeper. Then I would suggest you drill the air intake on the port side just aft of the propeller and drill out and shape four discharge ports for SHKAS machine gun spent cartridges and belt sections. On the bottom the oil drain port also needs to be drilled on the oil radiator bottom. It is also advisable to open up the MG gun ports and while you still have a drill use it on the wheel and flaps position
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indicators ports on the wings. With the stabilizers glued into the position and canopy masked, the painting process can start. As mentioned above an aftermarket sheet has to be used and I chose the Authentic Decals one. Out of six early Yak-1 versions at least two will fit the series depicted by Brengun’s kit perfectly. I chose to model the Yak-1 flown by Senior Lieutenant A. Reshetov of 273 Fighter Regiment near Kharkov in May 1942. A simple overall green on the upper surfaces is highly unusual for the fighter of that period and also gave me a chance to try the oil dot filter technique. I used AKAN paints for this project and found them very pleasant to work with but regrettably the adhesion is not on par with some other acrylic ranges. I used the stars from the kit’s decal sheet except the one on the tail, which was of an unusual design. The number and the inscription came from the Authentic Decal sheet and adhered perfectly. Most importantly the Authentic Decal sheet comes with a few fuel level indicators, which were a prominent feature on Yaks. Brengun provide the recess for the indicators, but failed to give anything for the dials and the glass on top of them, which has to be either scratch built or replicated in some other way. Reshetov’s plane was equipped with the RO82 rockets and did not have the lower part of the wheel well covers. I used the spare rockets from ICM’s I-153 kit. These are a very good representation, although their attachment points are narrower than on the Yak-1. I decided I can live with that as it is barely noticeable anyway. The wheel well covers were another challenge. The style Brengun provides in their photo etch set is not really typical for the early/mid production Yak-1s and are more typical for the later versions. As I was building a model of a very specific aircraft I had no option but to scratch build the covers. The undercarriage parts are really a highlight of the kit. The resin wheels look very convincing and the details on the plastic parts are crisp and well defined. With the addition of smaller parts, like brake lines, undercarriage position indicators, MG and pitot tubes and exhaust stack the model was finally complete.
Conclusion Despite these criticisms this kit is a very solid eﬀort and will build into a very convincing replica. A little bit more investment into the research and thought of the building process would have given it a star quality but I did enjoy tackling all the challenges it provided and am happy with the outcome.
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Spitfire F.IX (ProfiPACK) A Closer Look at Eduard’s Tooling By Brian Derbyshire
Kit No: 70122 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Eduard www.eduard.com
duard started their series of Mk IX Spits in the middle, with the IXc. This kit represents the early production Mk IX, which though converted from the Vc used proper production cowlings. The only kit parts changed are the wing upper surfaces, which have the flattish broad bulges over the two cannon feeds.
Now don't get me wrong. This is a real top drawer quality product, to the best current engineering standards. Nevertheless nothing is perfect and I'll pick the nits in due course. First the good news. I can find only one outline error, the open canopy, and few detail problems. For the most part, fit and surface details are exemplary. The decals are at least as good as any I've ever used being opaque, concentric and non silvering. Transparencies are clear and thin. The instructions are well-nigh faultless and fool proof. There are numerous spares, which can enhance lesser kits. And it's all there! You can produce a super detailed model from what's already in the box, by my standards anyway. It's all been very well thought out. For example each radiator comes in four parts. This is not just showing oﬀ, as it allows the radiators to be set square to the wing under surface, without a draw angle. It also lets the flanks share the same surface detail as the rest of the kit. The cowling top is in two pieces, for similar reasons. The wing to fuselage joint along the bottom of the fillet, is not a haphazard meeting of two chamfers as in most kits, it's a bit higher, oﬀ the edge, where it's easy to clean up, not that it needs cleaning up. The undercarriage leg/door assemblies feed into the wing and locate both splay and rake exactly. I could go on. So far I'm very impressed, but I'm still me so don't hoist the flag just yet. The wonders of modern modular moulding technology allow us to have parts with diﬀerent degrees of mould misalignment on the same sprue. In my case it was Sprue B, with noticeable steps on the edges of all the fuselage bulkheads and on the tapered wheel axles. So it still pays to check every joint for flash (very little) and to chamfer oﬀ those
sharp edges that fit into moulded corners. Keep paint oﬀ the joints, do all the usual stuﬀ, and the result can be (mostly) mind boggling. Open the instruction booklet, find the parts on the runners, and take it from the top... and I'll feed in the bad news as we go. The build starts with the cockpit, and first I had to clean up the bulkheads, both inside and outside of the edges, as if you don't the fuselage halves won't close. Fortunately only a few parts were aﬀected. My pet hate is etch, so I used the moulded armour and bulkhead B41, which looks okay but needs a 0.5mm drill. The seat belts are etch too, and nicely colour printed, but the shoulder straps splay out in unrealistic curves from the slot in the head armour. Hence they are forced to sit too low and any eﬀort to make them fit endangers the seat assembly. I suggest that the two sections of strap be scraped as required and soldered together first, and then wrestled into shape oﬀ-line. Better, dare I say it, replace them altogether. I totally failed to make them hang right. The undercarriage selector, PE10, is shown precariously glued to the edge of the forward floor ridge (part B3.) The two ridges and starboard floor edge fit into a recess in sidewall A39, so cut your losses and glue PE10 directly to A39, guided by the recess. I wish I'd beefed mine up with 0.02” card as the real thing's quite chunky. Leave the control column oﬀ for now. The instrument panel is where I have to admit that etch really scores. The panels are fantastic, though I can't quite read the dials. How to line them up exactly though? Superglue grabs too fast and Klear failed to hold them, so I painted the bare metal reverse faces with liquid cement and let them dry overnight. Position each in turn, using a shaved cocktail stick in the gunsight slot to line it up exactly, touch in a little MEK by brush, and bingo! It looks marvellous and nothing got stuck to my fingers. I left the gunsight oﬀ at this point. I made sure it would fit, then spent a tense ten minutes shaving and polishing the mould boundary oﬀ the reflector glass. In order to keep things square, I recommend the following sequence of cockpit part assembly: • Floor B53 to sidewall A38 • Panel assembly A and bulkhead assembly B to sidewall A38, using sidewall A39 (DNC) to keep them aligned • Then add the seat, otherwise the rake is undefined • When all is dry it ought to be robust enough for the aforementioned shoulder straps to be worked in. Note that the top end of PE21 behind the head armour should be connected by cable to a strong point further aft, probably via the crossbar of B37 • The oxygen cylinders, pedals and control column can now safely be added (remember the brake lever PE20 goes forward) and sidewall A39 attached permanently. To my delight the result fitted into the fuselage perfectly. However the resulting double thickness of door sill is never going to go away Halfway down page four on the left, we are invited to drill two 0.5mm holes in fuselage half G32. These are for the Coﬀman starter/cabin blower fairing A22, from page seven. Neither was fitted to the F.IX but the fairing invariably
was. I think this looks a bit small, so I stuck a sliver of 0.005” card between the pips, and faired it in with water based filler. Part A6, the prop bush, may be treated before fitting to the nose. A20, the prop, is a rattle fit and will droop if nothing is done. I inserted some tube into A6 and redrilled to suit. I insist my props go round, in case little Johnny checks, but I won't have that hangdog look. On to page five where we have to drill out the location holes for the drop tank. Invariably B12 at this stage, and they're missing. Fit the wheel well walls first. Note that they slope fore and aft, another instance of Eduard's attention to detail. They actually need a trace of filler. Then the required holes can be located at 4.0mm aft of the spar A44 and 3.0mm inboard of the leg wells A45/46, using a marked up slip of paper. And no, I don't know why the numbers are so exactly round, but they locate my tank perfectly. The rear end of the lower wing moulding G34 fits under the rear end of the cockpit and is visible if you look down behind the seat. I therefore added some estimated rib and stringer detail to this area, making sure it didn't foul the wing to fuselage joint. It's less obvious when the canopy is fitted. Now we come to the Big Snag, well, big in relation to how good this kit is in general. I noticed that my upper wing trailing edges were noticeably thicker than the lower wing flap area. So I thinned them down and assembled the wings. Then I found a step all along the fillet, zero aft, where I'd thinned, but increasing all the way to the leading edge. I fixed it with a sliver of card to push the leading edge down. Then I had to trim out the rear end of the lower cowl G6. This looked okay but left me with tall, oval cannon recesses to be filled and shaved... and also later on when I fitted the undercarriage, I had to shave a bit oﬀ the top of the leg cover to enable the assembly to bottom. Looking back on all this, these problems must all result from the new parts G33/35 being too deep. Those in the IXc are okay (I checked with Andy McCabe and there's a tiny step only) so we must hope that Eduard will skim a bit oﬀ the mating faces of the new moulds and make it all perfect. Meanwhile using the parts we've got, use the upper surfaces to ensure alignment as you assemble the lower wing G34 to the fuselage (some firmness is required) and let it set. Give the upper wings G33/35 the vacform treatment, rubbing them down on fine sandpaper and a dead flat hard surface, checking as you go. I can't be sure exactly how much oﬀ is needed, but I think it's about 0.01”. Watch for the cannon stub holes becoming properly semicircular, and don't lose the trailing edge shape. A gentle scrape of the lower wing outer leading edge and tips may be needed too. It's tedious but not too hard to get a perfect match to the fillet, with only a whisker of filler required. Or of course you can use the parts as they are, using lots of filler to fair the wing into the fillet, as per many other kits... While cleaning up the leading edge, sand away those carpet thick canvas covers over the outer gun ports. Drill, plug with water based filler and rub with a damp rag until just concave. Much more like it! Page six introduces us to The Great Cowling Bulge Controversy. All Merlin 60 series Spits had the intercooler on top of the engine, which Mk Vs did not, and so needed the hump from
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CZECH OUT spinner to firewall that we all know and love. Apparently there were no oﬃcial mods to vary this, but it seems that Castle Bromwich may have used a slightly taller bulge (required by the Packard-Merlin?) for its later Mk IXs. This is why this kit uses parts G3/4 rather than G1/2. To see the diﬀerence, dry fit G1 with G4 and use a magnifying glass. But there's a Small Snag. Fit either half of the top cowl, and it sits down flush at the rear. Fit both, and the cowl sits proud. Opening up the location notches inside the fuselage halves gives steps on the flanks. These are small, but I ended up sanding down the joint between G3 and G4, trying to lose zero at the nose and 0.005” per side at the rear, while maintaining a perfect fit and preserving the rivets. Tedious, but it worked. I also replaced B21 with a piece of rod which was much quicker than cleaning oﬀ the mould marks. There's four more possible hair thin crescent steps on page six, top and bottom of each wing tip and they're marginally thinner than the wing, hence the tip thinning recommended above. The ailerons (lovely Frise jobs) are also slightly greater in chord than the adjacent wing. I found it easier to take it oﬀ the trailing edge where there is less detail to lose. On page seven we come to the elevators and rudder, and find that they have ribs, broad thick ones. They should be almost removed. Clean out the hinge lines first, then gently scrape at the ribs with a stiﬀ, gently curved blade. Work diagonally across each rib until the glossy, untouched strip of plastic along each edge has very nearly disappeared. You can't help scraping in between them too, but it won't show. Then it's Radiator Time, and they're better than works of art, they're works of craft. Take the inboard and outboard sharp corners oﬀ the integral blocks to avoid capillary eﬀects and dry fit each radiator case in turn. Apply slivers of card or sticky tape between the block and B35 to make them exactly match the sides, then apply liquid cement. This should give filler free radiator shells which can be lifted clear. The radiator faces, another triumph for etch, benefit from narrowing. Apply them as per the instrument panel and give them a dark wash and wipe. Thin the outlet edges of the radiator shutters (B16, page eight) and add to the cases. Replace PE18 by a bit of fuse wire, then paint all the visible ducting underside colour, keeping oﬀ the joint faces of course. Then apply the cases. Magic!
diﬀerence is in the lettering, MAKE SURE THE DOOR IS LOCKED BEFORE FLIGHT. Supermarine used smaller text over three lines, to be read from the side near the uppermost edge of the door whether open or shut, so we need two copies of decal 41/42, one of them upside down. I thought the open door looked much too thick, and filed the outside down as far as I dared. I wish I'd carved out the crowbar too as a sliver of stretched sprue would have been so much easier to paint. Here in the end game there are several jobs for tame elves, if you can get them entry permits. The rear view mirror, PE5, in particular is much too fiddly for 1/1 scale fingers. I found filed down tweezers and clothes pegs helped, but not enough, hence my True Details replacement mirror. Also, a very rare deficiency in this kit is that the hood operating handle PE4 was not as drawn on my copy. At least it gave me the excuse not to try bending it! I have another problem with the open hood, C13. On Spits this fitted very snugly over the rear fuselage, and C13, thin as it is and beautifully shaped, stands proud and too high. I softened it with a hair dryer and spread it a little so it would sit down, and found the lower edge encroached on the code letters. Trimming it enough would lose the whole of the lower frame. Sorry, Eduard, but when I've taken the review photos I'm either going to cut up a vacform replacement, or close the lid. There are four decal options in this kit: • BS392, GW-S, 340 Squadron Biggin Hill, Autumn 1942 (Day Fighter Scheme) • EN311, FY-B, 611 Squadron Biggin Hill, early 1943 (Day Fighter Scheme) • EN315, ZX-6, Polish Combat Team, Tunisia, Spring 1943 (Desert Scheme)
The carburettor intake halves, B22/23, are shaped (and behave) like lemon pips. Be warned and keep each half tethered by a bit of masking tape until it's cleaned up and assembled. Much grovelling is thereby averted. Page eight brings us to the wheels. The split tyres avoid the heavy cleaning up so often caused by mould misalignment, but there are no flats. The three sorts of leg and hub are beautiful, but choose carefully. As it happens, being a Wigan lad I'm building the 611 Squadron alternative with the wheel discs, but the dead flat etched parts worry me. Photos of disc wheeled Spits show the shadow of a fairly substantial axle end protruding from the centre, so I scratch built my own. Note that the spider area round the centre was frequently dark (probably dirt and grease on the nuts) and that the tyre valve lurked under the oﬀset hole. P.age nine shows the cockpit door, and it's a Castle Bromwich door, though all the options on the decal sheet are Supermarine built. The
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• EN354, 4 FS, 52 FG, Tunisia, June 1943 (Desert Scheme) I haven't checked the others, but note that the instructions show the port codes of the 611 machine to be a touch too far aft as the whole width of the vertical stroke of the F was on the door. As for the artwork under the windscreen, the photos I could find showed only that neither Eduard's cigar smoking bulldog nor Mark Rolfe's J. Wellington Wimpey could be ruled out. I think - I hope! - the bulldog's more plausible. I found the stencils and serials tended to tuck under on release from the backing paper. Otherwise, given the usual Klear and hair dryer treatment, all the decals stretch over the bulges and settle right into all the panel lines (and brush marks, but that's my problem) perfectly. Even allowing for the above notes, overall this is the nearest thing to a perfect Spitfire kit I've ever had the pleasure of building. It even tempted me into what I'd normally call super detailing, which is not my usual territory at all, and enabled me to make a fair fist of it. Magic? Nearly!
See you at the Scottish Nationa ls P 29th/30t erth h April 2017
Conversion parts to create a 1/48th scale model of Prone Nose Meteor F8 WK935 experimental aircraft displayed at RAF Museum Cosford contents: New prone nose section,prone nose interior detail, decals,canopy and construction notes. Base kit 1/48th Airfix Meteor F8 Price: £27.99 for donor kit as well £55.00 For trade/overseas orders see Hannants website: www.hannants.co.uk
Brigade Models C/O 62 Periwinkle Close Sittingbourne ME10 2JU
WA L K A R O U N D
F-86A-5-NA Sabre By Steve Muth
F-86A at the National Museum of the US Air Force, subject of this walkaround
n 28th February 1946, the Army Air Force approved the swept wing XP-86 mockup and in August basic engineering drawings were made available to the manufacturing division of North American to cut metal for the new aircraft. The Air Force was so impressed with the projected performance that a letter contract was awarded to North American on 20th December 1946 to build thirty three production P-86As. No YP-86s were built. On 1st October P-86A, the XP-86, took oﬀ for the first time. On 14th November 1947, a tracking theodelite at Muroc Dry Lake Army Base, now known as Edwards AFB, revealed the XP-86 had achieved Mach 1.02 and 1.03 on two successive dives. This information was immediately classified and would remain a secret for almost fifty years. In March of 1948 the first production P-86A, S/N 47-605, came oﬀ the production line at Inglewood. On 20th May the first flight of the production P-86A took place. Soon thereafter the Air Force placed another order for an additional 333 P-86A-1s. The P-86A-1 was based on the third prototype XP-86 except the power plant was changed from the J-35 to the J-47 with 4850 LB of thrust.
Port side view of the cockpit looking aft
There were basically three blocks of production P-86As. P-86A-1 aircraft, S/N 47-605 to 637, were ordered on the original contract. A second batch was originally ordered as P-86Bs but this designation was changed to P-86A-5 and had serial numbers in the range 48-129 to 48-316. The last batch ordered were for additional 333 F-86A-5s, S/N 49-1007 to 49-1339. The first thirty three P-86As were used in training and test programs while the F-86A-5s would equip combat squadrons of the Air Force. The first to equip with this new fighter was 94 Fighter Squadron of 1 Fighter Group. By the end of May 1949 1 FG was completely equipped with the F-86A-5s. The men of 1 FG held a contest to name the aircraft and came up with the name Sabre. It was adopted by the Air Force. In early November 1950, 4 FIG, with its F-86A5s, was alerted for duty in Korea and thus started the combat career of the Sabre. During the course of the year the Sabre was credited with a kill ratio of 10-1. In later years, with the opening of Russian archives, it seems the 10-1 may have
Cockpit, port side. This photograph shows the diﬀerent shades of black between the equipment panels and the airframe sheet metal. The cockpit in this aircraft has obviously not been restored and as such represents how the cockpit actually looked in service. Also note the diﬀerent colours of the yellow zinc chromate showing through on the wear spots of the seat. The back of the seat has a more of an orange cast than the more yellow on the seat pan
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WA L K A R O U N D
Cockpit, starboard, looking forward with some control column details
Cockpit, port, forward with some floor, under windscreen and A-1CM gun sight details
Cockpit floor and seat pan. The oxygen hose is a faded light green and the boot a faded olive drab
Aft view of starboard cockpit
Cockpit aft with seat. Note the headrest is black too
Windscreen starboard front. There do not seem to be any de-icer or windshield wiper mechanisms. The V shaped windscreen identifies this aircraft as an A-5. The A-1 had a rounded windscreen
A close up of the nose on the USAF museum’s F-86A
Five North American F-86A Sabre fighters of 4 Fighter Interceptor Wing on the flight line at Suwon, South Korea in June 1951
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WA L K A R O U N D been an overstatement. Nevertheless the Sabre clearly had the measure of the MiGs over Korea. This was probably due to the better training of the allied pilots. In November 1953 186 FIS of the Montana ANG converted to the F-86A but by 1960 the F-86A Sabre was being withdrawn from service.
Camouflage and Markings The National Museum of the USAF’s aircraft is an F-86A-5-NA, S/N 49-1067. It was flown into the museum from the Boeing Company in Seattle, WA in June 1961. It has been externally restored and is painted in the markings of Lt.
Starboard profile of another California ANG machine. Some 554 F-86As were built in total
North American F-86A-5-NA Sabre 49-1262 of 94 Fighter Squadron, 27 Air Division, George AFB California 1953
48-0178, civilian registration G-SABR, is an airworthy F86A now resident in the US, seen here at Duxford in 2011 (Tim Felce)
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Col. Bruce Hinton of 4 FG as flown by him on 17th December 1950 when he became the first F-86 pilot to down a Russian MiG-15. It is marked with S/N 49-1236. The cockpit and wheel wells appear to be unrestored and in their original paint and colours. The aircraft is overall natural metal with black and white stripes on the centre fuselage and blue and white bands separated by a natural metal band on the nose. The rudder has a vertical black stripe parallel to the trailing edge. The intake trunk, slot interior and air brake interior are natural metal. The wheels and landing gear struts are painted silver with red slip indicator marks on the wheels and tyres. The nose and main landing gear wells are zinc chromate green, but very dark, with age and fluids. The door interiors are natural metal. The air brake wells and air brake interior may be yellow zinc chromate. The cockpit is overall dull black but the various parts and equipment are various shades of faded black. The seat and instrument panel are also black. The seat is well worn and curiously the seat back shows an orange primer while the seat pan shows a yellow zinc chromate. The ejection seat trigger handles are red as are various placards and switch covers. The canopy and windshield interior are dull black too. The wear spots on the floor where the pilot’s heels rub is worn down to either a brown paint or raw wood. The rudder pedals appear to be natural metal but may be just worn through the paint. The control column and grip are dull black and the boot at the bottom is khaki as is a 2-3 inch band just below the grip. The aluminium panels on the airframe, particularly on the fuselage, vary in shade, colour and degree of polish giving the aircraft a patchwork appearance.
WA L K A R O U N D
A formation of California ANG F-86As. The contrasting colours on the various panels is apparent as are obvious signs of wear on the underside
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Latest New Tool Ju 87 from Airfix By Rick Greenwood
Kit No: 07114 Scale: 1/48 Type: Injection Moulded Plastic Manufacturer: Airfix Hannants/Stevens International
nother new and interesting kit from Airfix is the Sturzkampﬄugzeug (Dive Bomber) or Stuka as it became known. Designed by Hermann Pohlmann the Ju 87 first flew in 1935 and entered combat with the German Condor Legion during the Spanish Civil War in 1937.
Featuring some outstanding design features for its time such as automated dive recovery system in case of pilot black out during its dive, the airframe saw great success in the Blitzkrieg. It faired quite well in the early stages of World War II but by the time of the Battle of Britain it was starting to prove vulnerable to the more modern types of single engine fighter such as the Spitfire and Hurricane, especially after pulling out of a dive. Despite this the Stuka went on to see further action in the Balkans, Middle East, Eastern Front and the Mediterranean.
The Kit Some may think there is nothing new in a release of a Ju-8 but this is the first example to be kitted in 1/48 that depicts the early B1 and
the first mass produced version. The now very familiar red box features some outstanding digital artwork and is of sturdy construction. Placing the bottom of the box inside the lid provides valuable storage space during construction. The main sprues are packaged together in a large plastic bag and as a result a couple of the more delicate items had become damaged at some point. The canopy is packed in its own individual bag but is placed inside the main packaging and again some of the parts were found to have come oﬀ their runner, although luckily no major damage had occurred. The plastic is of the newer UK sourced type and on first inspection looks to be well moulded and features recessed rivet detail and panel lines. Under closer scrutiny however there are a plethora of sink marks and ejector pin scars on almost all of the parts. The tops of the wings were quite badly aﬀected on their surfaces over the moulded internal detail. Ejector pin marks are strewn all over the internal cockpit parts and these will take some time and eﬀort to eradicate as some will be noticeable on the completed model. Detail is good with separate sidewall detail and plenty of options to choose from during the build, such as a complete engine assembly or closed cowls and open/closed gun bays in the wings. The elevators can be posed up, down or neutral and the rudder is a separate item as well. The distinctive flap arrangement on the trailing edge of the wings is given drooped or retracted, with separate parts provided for each.
The Build Assembly centres around a combined cockpit floor/main spar that sees a number of separate items added over sixteen stages of construction. All the internal parts required were first removed from the runners and had any of the sink marks and noticeable mould parting lines dealt with
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before being given a coat of grey primer to give a consistent outer surface. Once dry all the items that were to be painted in RLM 02 were grouped together and sprayed with Gunze Mr Hobby H70 in lieu of the suggested Humbrol 240. Areas around the cockpit that would have been subjected to wear and tear were then sprayed with Alclad Aluminium and left to dry. Ammo of Mig chipping fluid was used on these areas before another topcoat of RLM 02 was applied. An old paintbrush had its bristles cut down and was used with water to scrub away the now dry top colour to reveal a pleasing chipped metal eﬀect. The cockpit floor/main spar was then securely fitted to the lower wing centre section and firmly held in place with clamps while the glue dried. The smaller detail items were then brush painted in their required colour before being cemented in their location on the cockpit floor. Detail is good with separate parts being provided for the spent cartridge collection bin and the ammo drum store. The pilot's seat is a two part aﬀair and features a sink mark right in the middle of the back rest that required some careful sanding to remove. The rear basket type seat is okay but again featured some quite heavy mould lines that required careful clean up to avoid any damage. Once fitted to its bracket on the rear cockpit floor a small disc of plastic card was needed to hide its location hole in the centre of the seat. The separate side walls had their instrument and equipment boxes masked and detail painted, and a couple of well-placed cockpit placards from Airscale were used to add a little interest. The fuselage sections were prepared in advance and removed from the runners and cleaned up before joining them together from the inside with Tamiya Extra Thin cement. The resulting joint lines were easily overcome with
Fuselage parts showing well rendered details
Careful alignment is paramount to avoid fit issues later in the build
A tantalising glimpse of the cockpit tub
The outer wing panels clamped in place a really good fit was easily obtained
Clamps were used to hold the parts in place while the glue cured
The tail was a good fit and quite strong when the glue set
A slower setting glue allowed for adjustment when the gear legs were added
The exhaust was masked using strips of Tamiya tape and the wing walks painted as described in the text
Eduard canopy masks save time and produced excellent results if a little on the expensive side
The complete cockpit tub and lower wing centre section
Cockpit floor and wing centre section. Note the filled ejector pin marks on the cockpit floor and rear of the pilot’s seat
The tops had to be cut off the spats for an aircraft on the ground
The spats were painted first along with a couple of other parts in the same colour
Wheels were painted and then trapped inside the spat
A lot of masking was required to portray the splinter scheme
Fantastic wing root joints and a good view of the bomb sighting window
The uppermost parts of the landing gear were added first and allowed to set fully
Worth the time and eﬀort, the paint scheme was added to the wings first
Xtradecal sheet 48164 was sourced for the swastikas and alternative choice of makings
Seat belts were added again from Eduard and complete the already superb cockpit detail
Decals behaved well with Daco Strong Red setting solution
Seat belts in place and roll over bar added
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STUKA an application of Mr Surfacer 500 and a quick swipe with a medium grit sanding sponge. The whole completed floor section was then test fitted to ensure there were no alignment issues before being inserted as described in the instruction booklet. Once I was absolutely confident everything was where it should be, clamps were used again to hold the parts in place while the glue cured. The lower wing sections were then added and secured in place, and a little Mr Surfacer 500 was all that was required to make the joint with the wing centre section acceptable. The instrument panel features raised detail and a decal is supplied for the gauges, although this was dispensed with in favour of hand painting. The panel was given a coat of dark grey before the gauges were painted prior to being highlighted by dry brushing with a medium grey. Once dry it was then added to the front of the rudder pedals and clear bomb aiming window structure before being slid into place inside the fuselage. The modeller is given the option of having the bomb sight window shutter fully closed obscuring the glass or open using separate parts. The engine firewall was built up and detail painted and test fitted to the open front fuselage. It was found to stand proud so was sanded down until a flush fit was obtained, although it was later left out as it caused complications with the fit of the engine cowlings in the closed position. The upper wing sections were fitted at this stage with a good joint between the wing roots being apparent. To improve the fit a little upwards pressure, using a long piece of masking tape, wing tip to wing tip was all that was required to close the slight gap before an application of Tamiya Extra Thin was run along the seam. Once completely dry the masking tape was removed revealing an almost perfect fit at the wing root that didn't require any remedial work. The fit of the parts up to this point was really quite satisfying but things were about to get a little complicated. The kit features an engine should the modeller elect to show this, if not then closed cowlings for the nose are also provided. This area was of concern as it is often found that panels that are intended to be left open don't fit quite as well as they should if closed. The lower parts were built up first as described in the kit
instructions; the separate top cowl was left unattached at this point while a dry fit of the parts revelled some alarming fit issues. The worst fitting part was found to be the crescent shaped insert for the rear of the intake. Considerable sanding on the mating surface and the rear of the parts to thin them was needed before they would even sit flush. A little filler was then applied around the resulting imperfections before finally sanding the area smooth and reinstating the lost panel lines. With the lower nose section completed it was oﬀered up to the front fuselage. The front firewall was then removed as it interfered with the closing of the gaps along the cowling edges. Even with this removed a small gap was the best eﬀort achieved and the areas needed filler and rescribing to match the surrounding panel detail and not look out of place. A thin coat of Mr Surfacer was then applied to the aﬀected areas by airbrush before light sanding with a fine grit sanding sponge blended the nose panels to the rest of the fuselage. Daymo tape was then cut into thin strips to use as a guide for reinstating the panel lines. As filler had been used a scribing tool was not used as this pulls the filler out as it creates the depression and can leave tattered edges to the new panel line. The preferred method was to use a brand new Swan Morton scalpel blade and cut through the filler to leave a nice sharp indentation behind it. Sanding then removed the raised ridge of material associated with the cutting action of the blade versus the engraving action of the scribing tool. Once completed repeated applications of Tamiya Extra Thin along the new panel line removed any rough edges and sharpened the lines up to an acceptable standard. A heavy application of Alclad grey filler primer then revealed the work had been successful. There were a few areas that needed a little rework but generally the fix was complete. With the front end completed the tail feathers were added next, the separate rudder being placed at a canted angle to add interest. The horizontal tail sections were then made
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up from their upper and lower sections before
being added to the fuselage. The characteristic tail supports were then glued in place while paying attention to their alignment to ensure they were true and even. The elevators can be posed in three diﬀerent positions with the modeller having to use the appropriate end plates denoted in the instructions. The drooped option for the flaps was to be used on this model and their respective parts were carefully removed from the sprue. Each features some incredibly thin and delicate parts to depict the actuator arms and linkages that emerge from the wing. Sturdy studs attach the parts to the trailing edge of each wing and the resulting assembly is very rigid and strong despite its appearance and is a more realistic approach than some other kits on the market. The Ju 87 had fixed landing gear surrounding the mechanical bits within spats. These along with the gull wing have to be the most distinguishing features of the Stuka. Airfix supply the parts with two possible options for the modeller, in flight or on the ground. If the modeller wishes to choose the later option then the upper most sections need to be cut from the spats. This is simplified by a groove to show where the cut is to be made. Each of the four parts was scribed along the line with a sewing needle held in a pin vice until they were severed from the main items. A quick swipe with a sanding sponge tidied the surface up ready to be assembled. The wheels feature flat spots on the bottom section and some tyre detail is moulded in to represent the ribbing on the sidewall. Hub detail is plain but nothing other than the bottom section can be seen anyway. Depending on the pose of the final model the tyre has an attachment pin that either shows the bulged part or not depending on its orientation. This could be removed and the wheel painted before inserting into to the spat, and then rotated to protect the part that will eventually be displayed. The sirens, or Trumpets of Jericho, are provided along with alternative stubs if the aircraft being modelling didn't have them fitted. These were found to be a good fit but poorly moulded with deep sink marks and heavy mould parting lines. They were filled with Mr Surfacer and then when dry rotated in 1,500 grade Micromesh to repair the surface. They were then simply drop fitted into their locations on the front of each spat. The completed spats were then oﬀered up to the
locating stubs on the wing and secured in place with Revell Contacta cement to allow enough time to move the parts around and find correct alignment. With all the major components now added to the model major construction drew to a conclusion and the model was prepared for paint. As quite a lot of remedial work had been conducted on various sections of the model the whole item was washed and scrubbed down with an old toothbrush and warm soapy water, to remove any build debris from panel lines etc. This was allowed to dry over night before an application of Alclad grey primer. The primer was airbrushed once thinned 50-50 with cellulose thinners, in a couple of light coats. A smooth finish was easily achieved and the model was once again washed and polished this time with 8,000 grade Micromesh to eliminate any high spots. With the surface now smooth and consistent over the whole model's surface the application of the colour coats and camouflage could begin. The process was commenced by painting the spats in the camouflage colours outlined in the colour and markings guide using Gunze Mr Hobby paints for the whole scheme. Gunze H65 RLM 70 was first sprayed on to the lower portion of each spat and allowed to dry before being masked. The top sections were then painted in Gunze Mr Hobby H64 RLM 71, and when dry the whole spat was then masked to protect it from the inevitable overspray.
Both Gunze colours were applied by airbrush and thinned 50-50 with cellulose thinners. They always perform impeccably and resulted in a nice smooth satin finish. A protective coat of Klear was then added on top before the masking for the underside RLM 65 or H67 was undertaken. With another coat of gloss applied the major painting had been completed and the model was then allowed to dry fully for twenty four hours before any other work was carried out. Before the decals could be applied there were a couple of smaller detail painting tasks to carry out first. The first of these was the walkways featured at each wing root. The easy option here would have been simply to utilise the kit supplied decals, but a slightly weathered look was opted for. Once the areas had been masked using Tamiya masking tape random patches of Alclad Dull Aluminium were airbrush on each area. This allowed a mixture of colours to come through when chipping was carried out as mentioned earlier in the text, giving the eﬀect of diﬀering stages of wear going through the layers of paint ending up at the metal skin of the airframe. The next items to be addressed were the exhaust stacks. The build sequence sees these added from the inside when assembling the nose section. Strips of Tamiya masking tape were employed once again and Alclad exhaust manifold was the colour of choice. A small amount of dilute black paint was then added to the end of each stack to represent their hollow ends.
A Splash of Colour Normal practice dictates that the lighter underside colour should be applied first but in this case the lighter top colour of RLM 71 was airbrushed on the entire upper surface. In order to create an exact copy of the splinter scheme the kit marking guide was enlarged to 1/48 and used to measure the location of each straight line using a paper template cut out from the copy. Some slight artistic licence was needed to make sure everything lined up as it should, particularly around the nose section.
The model was then painted in sections to make handling easier starting with the tops of the wings and tail planes. The top fuselage section was next as the splinters on the rear spine and the nose were used as reference points for the fuselage side pattern.
Wanting something a little diﬀerent, markings were sourced form Xtradecal sheet 48164. The option used was for an aircraft from 7./St.G 2 at a repair facility in 1939. The kit stencil data was used as none is provided on the aftermarket sheet and both performed as expected and the
Airfix supply two marking choices in their kit on the rather small decal sheet, and again these are well printed by Cartograf, but no swastikas are provided. The options for both are in the same camouflage scheme as this model and are as follows: • II./Sturzkampfgeschwader 2, Bonn-Hangelar, Germany spring 1940 • Kamfgruppe 88 Legion Condor, Spain 1938
whole process was a straightforward aﬀair, just as it should be. No adverse reaction was noted when using Daco setting solutions to help the decals bed down into the recessed details. The propeller hub needed the tip painting white for this aircraft, and this was quickly done using a metal circle template of the correct diameter placed over the spinner and painted with Alclad white primer.
Eduard to the Rescue The canopy on the Stuka, as with a lot of World War II types, can be a daunting masking exercise due to the extensive of framework, compounded further with this kit in two major ways. First up Airfix have elected to go back to moulding the open option in the kit as a single part like they did with the Spitfire a few years ago. This is not a popular way of depicting this open sliding section and complicates masking too. Secondly once the modeller has successfully managed to mask to outside of the cockpit and decipher what goes where, the same has to be done for the correctly moulded internal work as well. Fear not though. Eduard have been quick oﬀ the starting blocks once more with their time saving masking set and this was put to good use. Masks are provided for both the internal and external framework for the open and closed centre section, but a strange omission is the fact that the rear section does not include internal masks for the framework there. These were painstakingly masked by hand using strips of Tamiya tape suitably cut to shape. A considerable amount of time was expended in attaching the Eduard masks before a base coat of RLM02 was sprayed both internally and externally in the first instance. The external sections were then painted dark green to match the fuselage colours, before a matt varnish coat was added to go with the final finish of the aircraft. With an air of trepidation the masks were removed to leave behind a nice neat set of canopy framework. The moulded centre section, once painted, doesn't detract from the final result too much, but most would agree separate sections would have been an easier and better choice. The circular panel that the rear facing machine gun projects through was too big to fit the recess in the canopy. This was rectified by
MAY 2017 • VOLUME 39 • ISSUE 03
both very carefully sanding the edge of the panel and by scraping the internal part of the recess with a new knife blade. Once the recess was big enough to take the glazed panel it was secured in place with Gator Grip acrylic glue as this dries clear and would not cloud or frost the clear parts. The remainder of the internal frame work/roll bar was then cemented in place and a set of Eduard's new steel seatbelts added to complete the internal areas of the cockpit, before the addition of the glazing. There was a myriad of small detail jobs that needed to be undertaken as the build progressed. The first to be addressed was the landing light in the port wing. The glazing was first checked for fit and found to be good. The internal surface was then given a quick coat of RLM 02 and a lens from the Little-Cars range, of a suitable size was glued in the depression representing the lamp on the kit parts. The clear cover was then secured in place with Gator Grip model glue before the framework was painted to match the airframe colours.
with the antenna mask and rear defensive machine gun, before these were added to the model in turn. The bomb was then glued in place on the centre line bomb rack and the trapeze that swings down to allow the bomb to fall away from the arc of the propeller was then secured as described in the kit instructions. All that remained was to fabricate a pitot tube from telescopic Albion Alloys brass rod to replace the rather pathetic kit supplied item. The model was then treated to a coat of Windsor and Newton acrylic flat medium and allowed to dry. The aerial wire was added using elastic thread to finish the model.
Final thoughts Another winner from Airfix? Maybe not… As a modeller who focuses on more modern aircraft types I was strangely drawn to the Stuka from Airfix as soon as it was announced, and with quite a few of their new kits built, I was expecting great things. Perhaps too great. I have mixed feelings about the model based on my experiences. In the first instance we now have an early well detailed Stuka in 1/48 but on the other hand perhaps it is a step back in quality from the oﬀerings of late from this brand. While the fit of the major parts with the exception of the front cowlings was as near to perfect as any modeller could wish for, the
The tail wheel was painted by hand along
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quality of the actual moulding was terrible. As stated above there are some quite serious sink marks on the upper surface of the wings in the area directly above the moulded internal detail that will take some work to rectify. The vast majority of the smaller parts had substantial mould lines that required extensive clean up before use. The hordes of sink marks that in some instances would have been quite visible on parts of the finished build, took time to eliminate. On a more positive note the rivet detail and panel lines are far better than the older models of the Stuka available. The majority of the build was straightforward with only the front cowling causing any trouble. This is so often the case when the manufacturer designs the kit to have something on show from the start. The cockpit is well detailed and a surprising amount of it can be seen with the canopy posed open. The engine is a good starting point for the super detailers out there but oﬀers enough to satisfy the more casual modellers amongst us. With other versions to come, already announced for 2017, modellers can now add an early example of this important historical World War II type to their collection. The build as a whole was enjoyable and the extra eﬀort pays dividends with a fine example of a Stuka as the end result. Until next time.
B E R I E V B e - 10
Beriev Be-10 Conversion By Ken Duﬀey
My Missile Mallow conversion using the bows of a model submarine for the radome
Kit No: 72329 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Amodel Hannants/Stevens International
Fuselage halves being joined before building starts
Joined up fuselage halves showing the areas where filler was used
esigned by the OKB named after Georgi Beriev, located at Taganrog on the Sea of Azov on the Black Sea, the Be-10 was a twin turbojet powered flying boat for open sea reconnaissance, bombing, torpedo attack and mine laying. Making its maiden flight on 20th June 1956, the swept wing flying boat entered service with Soviet Naval Aviation, the A-VMF, with twenty seven examples seeing service between 1958 and 1961. The Be-10 established twelve FAI world records in 1961 and the type still holds class records for speed and altitude. Given the ASCC reporting name Mallow, the Be-10 was finally retired from service in 1968, and was replaced by the turboprop-powered Be-12 Mail, which was easier to operate and had better endurance.
Amodel’s Kit Amodel's Be-10 is moulded in mid grey plastic with fine engraved detail, although the plastic is
The dozens of black boxes to be fitted inside the fuselage
Placement guide for the black boxes though they can be left out as they can't be seen
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rather brittle. The fuselage, or is it hull, is split into three sections, probably due to mould size limitations, resulting is prominent joins under the wings and at the rear gunner’s compartment that need to be dealt with. The outer gull wings are in upper and lower halves that are joined to the centre section/engine assembly with ribs to set the correct anhedral which is a useful feature. Clear plastic provides the glazing for the navigator’s nose compartment, the pilot's fighter style canopy and the rear gunner’s position, and parts are included for the wheeled beaching gear and rear tow bar. A photo etch fret provides a water rudder, various aerials and even a windscreen wiper, and although not mentioned anywhere, a full set of self-adhesive masks for all the glazing. The well printed decal sheet includes six red stars, some fine red striping and large red bort numbers for two machines: • Red 41 with a white lower hull and red leading edges to the wings, fin and tail planes as displayed during Navy Day flypasts at Leningrad and Tushino • Red 15, the first production machine with black and white photo calibration markings The twelve page instruction booklet provides
B E R I E V B e - 10
The rudder pedals had to be removed in order to get the pilot's instrument panel to fit
Plastic card used to pack out the fuselage where it meets the radome
New radome smoothly blended in
Parts for the engine trunking
Engines assembled and fitted to the centre section
Assembled centre section. Note the filler and homemade intakes inboard of the engine cowlings.
MAY 2017 • VOLUME 39 • ISSUE 03
B E R I E V B e - 10
This view shows the plastic card strengtheners inside the fuselage plus the plastic rod used to correct the fuselage width
Centre section ready to be fitted to the fuselage
a potted history of the Mallow, a recommended paint selection keyed to Humbrol paint numbers, a sprue tree layout, vital to identify the parts as the numbers are not moulded on the trees, followed by nine pages of construction diagrams. A separate colour printed sheet provides a painting guide for both variants, again keyed to Humbrol enamel paints.
Fuselage Before making a start on the model I decided to convert my kit into the proposed missile armed Be-10N with a solid radar nose and twin under wing K-12BS antiship missiles. Although it never flew, my reason for doing it was because I had already made a Deka vacform kit of the glazed nose Be-10 and I wanted something a little diﬀerent.
Centre section in place
The first thing to do is tackle the multipart fuselage. Amodel's instructions would have you construct the front, rear and tail sections separately, and then join them together. A much better way in my opinion is to join the three parts of each fuselage half together with the parts secured to a flat surface, which makes for a better join with the added bonus of being able to strengthen the join on the inside with strips of scrap plastic. It also makes the join easier to clean up on the outside before construction proper begins. Parts are included for the three crew compartments with the navigator in the nose, pilot on top and gunner in the rear. The detail is comprehensive with seats, side consoles, rudder pedals and an instrument panel with engraved detail and a spectacle type control column for the pilot, a seat for the gunner and a seat and bomb sight for the navigator.
Front view showing the triangular intakes between the engine cowlings and the fuselage
The interior of the nose compartment is furnished with dozens of black boxes all of which have to be carefully removed from their sprue, cleaned up, painted black and attached in the appropriate place. As my model did not have any nose glazing, I left all of this nose detail out. It isn't visible in the glazed version either, so if you want to save some time...
Underside view of the centre section/fuselage join needing some filler
Wings and upper centre section fairing
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I fitted the assembled pilot and gunner's stations inside the starboard fuselage half but left out the navigator’s station and blanked oﬀ his side windows as my version did not need them. One point to note is that after fitting the pilot's compartment I had to remove the rudder pedals in order to get the instrument panel to fit. Having glued the two completed fuselage halves together, it was time to tackle the radar nose, on my version at least, the standard glazed nose being left oﬀ. After a search through my stash, I found an old 1/350 submarine bow section that fitted the bill perfectly as it was the right size and shape and the right depth, although slightly wider than the kit's nose opening. Cut to length, it was fitted with plastic card tabs on the inside for strength and cemented in place with triangles of thick plastic card being used to pad out the sides of the kit's nose to blend it all in. Numerous applications of filler and sessions of sanding ensued until I was happy that I had a smooth transition between the fuselage and radome and I could continue with the rest of the build.
Wings and Engines Full length engine trunking is provided, consisting of upper and lower sections inside which are glued compressor and turbine faces, with a two part exhaust nozzle added at the rear. The completed engine trunking assemblies are fitted inside a lower centre section tray onto which is fitted the upper centre section followed by the rear pen nib fairings and front cowling rings. Quite a bit of filler was needed to blend in these parts to get smooth joins. I also added interiors made from square section plastic to the two triangular openings between the cowling fronts and the fuselage as otherwise they are just holes. The completed engines/centre section can now be glued in place onto the fuselage. The fit is not bad, but needed some filler to hide the join.
B E R I E V B e - 10
Major assemblies ready to be joined The two-part fin was added next, followed by the wings, which are in upper and lower halves each side and after assembly, slide onto two spars attached to the centre section, thereby neatly establishing the correct anhedral. Finally an upper centre section moulding is fitted with a little filler being needed to fill all the joins.
Finishing Oﬀ Two-part tail planes are added, the moulded tabs helping to achieve the correct dihedral, along with the two-part wing tip floats. The upper wing fences are a reasonably good fit to the upper wing contours, as are the prominent spray suppression strakes fitted around the lower bows. Although not fitted to my Be-10N version, the two nose cannon barrels are included. I had previously left oﬀ the rear gun turret so after carving it to a more rounded section where it meets the fuselage to look like it might actually rotate, the twin guns were added and it was cemented in place. After applying the relevant glazing masks and fitting numerous etched brass aerials, mooring cleats and the water rudder, the model was ready for painting.
Painting and Decalling Amodel's recommended colour scheme comprises overall Humbrol 127 Ghost Grey, with white under surfaces and red trim for the parade version. My model received an overall coat of Halfords Grey Plastic Primer, which in my opinion is a good match to the Humbrol enamel. The nose radome is painted in a contrasting dark grey. I applied the six red stars and cut the two number ones from both bort numbers to form bort Red 11, as remember mine is a totally fictitious Be-10N that never actually flew.
Beaching Gear and Missiles To display the model on dry land Amodel include the massive wheeled beaching gear. The tail wheel is made up from a centre V shaped strut to which are attached two flotation cylinders, twin two-part wheels, a connecting strut and a tow bar. The main wheels comprise a thick central leg with side struts and two curved brackets for the floats.
Self-adhesive canopy masks applied
The four barrel like floats are each in two halves and they are handed, with grooves to fit the curved brackets, so don't do what I did and match up the wrong halves. After fitting the twin two-part wheels to each strut, the beaching gear can be attached to the model, allowing it to stand on its own three feet.
Masks on the rear gunners compartment
The K-12BS antiship missiles are scratch built using a 9mm diameter solid plastic knitting needle carved to shape for the fuselage, with wings and fins from plastic card. Suitably painted, they are attached to plastic card pylons fitted under the lower wings.
Conclusion This model came completely out of the blue from Amodel and very welcome it was. Typically short run, with a fair bit of flash and large sprue gates, it nevertheless makes up into a fine model of an important type in Soviet naval service. Although not one for the novice modeller, built straight from the kit it can be made into an excellent model of an operational Mallow. A great addition to a growing range of Beriev's postwar flying boats, it will sit nicely alongside Trumpeter's Be-6, Modelsvit's Be-12 and Amodel's own Be-200. All we need now is a kit of the elegant Be-42 Mermaid and R-1 prototype to complete the collection.
All primered up
Making the K-12BS antiship missiles from a plastic knitting needle and plastic card
Missiles and their pylons
Amodel Be-10N with radome on the left, Deka vacform Be-10 with nose glazing on the right
MAY 2017 • VOLUME 39 • ISSUE 03
M E 262
Me 262 B-1a/ CS -92
Kit No: 80380 Scale: 1/48 Type: Injection Moulded Plastic Manufacturer: HobbyBoss Creative Models/Squadron
he history of the Me 262 is very well known, being the world’s first jet fighter to enter production, the first to enter full squadron service and the first to score an air-to-air victory, and it is easily one of the World War II Luftwaﬀe’s most famous planes. Lesser known is the fact that during World War II Germany used the facilities of Avia in occupied Czechoslovakia to manufacture parts for the Me 262 and planned
By Omar Quintero
to start full production of the fighter there. The western part of Czechoslovakia was liberated by Soviet troops in the last battle of World War II in Europe, in the conflict’s final ninety six hours, and the commandeered aviation production facilities were captured intact. After the end of the war the Czechoslovak air force decided to restart production of the Me 262, designated Avia S-92.
models were built, designated CS92. They were essentially identical except that a second seat replaced some of the fuel. The first CS-92 (the third airframe overall) was delivered in September 1946 and first flew on 12th October 1946.
The S-92 was an exact clone of the Me 262 and was nearly identical in all respects. Although no completed plane was available, the Czechoslovaks had at their disposal complete blueprints, some completed subassemblies and a wide variety of parts, the technical manuals, and most importantly the production jigs and tooling needed to build the Me 262. The Junkers Jumo 004 turbojet engines were manufactured by Avia’s Malesice engine repair division, and were designated M-04.
Only twelve S-92s were built, nine single seaters and the three two seaters. The main reason for the short production run was that they were essentially being handmade, and Avia viewed the project as an annoying distraction from its production license for the Soviet Yak-23 Flora jet fighter. In 1950 the S-92s were pulled from squadron service and reassigned as ground training aircraft. The three CS-92 trainers continued in use until 1951. Several were retained as museum pieces and the rest scrapped. In all, the S-92 was probably more trouble than it was worth to Czechoslovakia. None the less, it made an interesting end to the Me 262 story.
Early in the project, it was obvious that a conversion trainer would be needed. Three two seat
When I first opened the box, I was positively impressed by the exquisite and fine surface detail
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oﬀered by HobbyBoss. Nine plastic sprues, two transparent ones and an additional metal nose weight part are included in the box. Parts include radar antennas for a night fighter version but when checking the contents of the sprues I realized immediately that there was something odd with the shape of the Jumo turbine engines, as it seemed to be a shorter modification of the original one, so I started my research on the web. I couldn’t find one single picture of a S-92 of any variant using that kind of engine modification, and after searching for a while I found a magnificent reference in the book Mezek a Turbina, unfortunately written in Czech with some titles in English, with just a drawing of an S92, which confirmed my initial suspicions... You cannot build either one of the versions announced on the box if you want to have an accurate model. At this moment I had to decide what to do, as with the engine provided the model would be absolutely inaccurate, but fortunately I had a Me 262 A1 from
M E 262 the same company in my stash, and so before construction began I decided to copy the engines in resin and use them on the S-92. Construction is very straightforward and I wasn’t expecting major fit problems. The cockpit is nicely detailed, and with a good use of paint techniques and eﬀort the result is very acceptable. The interior of cockpit was painted RLM 66 and detailed with a dry brush of a lighter shade and careful painting. You will need to add harnesses for the seats, as their absence will be conspicuous. Internal detail on the fuselage is well represented, but not much (or should I say none of it) will be visible once it is closed, and the pilot’s tub is well represented too with internal structural ribs that will be seen through the wheel well. At this point, I decided to close the gun bay so as not to spoil the beautiful sleek lines of the 262, but this proved to be a wrong choice. I had a bit of a struggle closing the fuselage, even though I tested the fit several times before gluing, due to the design and breakdown of the parts around the nose. In my case, as I said before, the gun bay was to be closed and some nasty gaps of around 1mm wide on each side of the fuselage were the result. Fitting the wings to the fuselage presents no problems, but a small
step is present on the union of both even though the bottom is perfectly aligned, but I decided I could live with it. Attaching and fitting my resin copies of the engines was quite an adventure of course, though this is not to blamed on the manufacturer. I only wish HobbyBoss had included the Jumo 004 engine on this kit, in fact it would make more sense. The clear parts are thin and very transparent but I would recommend handling them with special care as they can be broken with the slightest pressure. At this point, with assembly finished, little filler was needed except for the gaps around the nose. Now it was time to decide what to do about painting. There is an extensive debate over the internet about what colours were used on S-92s, and most people agree that they were painted RLM 02. Nevertheless I found several reference pictures that show them in what seems to be a very light grey paint, which only added fuel to my own personal debate and doubts. When researching I came across several pictures of captured Me 262s, and one caught my eye with special interest, a Me 262 B1a captured by the British with no other identification but the words USA 2 written on the right side of the fuselage. The picture is very
clear and so I went to my spare decals box to get some RAF insignia suitable for the size of the plane. Additional research showed that the upper surfaces of the fuselage and wings were painted RLM 82 and the lower part RLM 76 with patches of RLM 82, while all undersides of the aircraft were RLM 76. The former Luftwaﬀe insignia was covered with a darker green, though not much of it can be seen under the RAF insignia. No antenna mast behind the cockpit is present on the picture of this plane, so I did not fit it. As it has been my custom for a while, automotive acrylic paint was mixed to obtain the desired colours and applied with my ever faithful Badger 150. I used the stencils from the decal sheet included in the box, and they adhere perfectly and reacted as expected to the decal softener. Weathering was done with oils, mixing diﬀerent degrees of the basic colours applied to obtain a sensation of operational use in combat, but even though I like to represent my models battered and weathered, all pictures I could find on the web of 262s, showed that these aircraft were well maintained and considering that they entered combat at the end of the war, little signs of damage to the paint can be seen, so I kept the weathering to a minimum, simply emphasising the
walkways, and a few other places where you would expect maintenance to have been done. It is a well-known fact that Germans smoothed the surfaces of the Me 262s with putty, but I used artistic license and liberty to highlight some panels to obtain a sense of depth. Finally to end the build I sprayed Testors Matt Cote on the model, which works perfectly with automotive acrylics. In conclusion, this was a bitter sweet build that took a lot of eﬀort and caused me many struggles, mainly due to the problems found with the fit of the fuselage. Was it worth the eﬀort? I will let you be the judge. For me, it was. It tested my skills and patience, and I have a nice model of a captured Me 262, which will surely be a matter of conversation among my fellow modellers and friends. What I still don’t understand is HobbyBoss having released into the modelling market a kit announced as an Avia S-92 and a Me 262 B1a, when neither of them can be accurately built straight from the box. It would have been easier to include some Czechoslovakian Air Force insignia into their other presentations. Would I build another one? I would, and I would recommend it to anyone who’s willing to go beyond simply assembling mainstream kits.
MAY 2017 • VOLUME 39 • ISSUE 03
S TA R L I F T E R
The C-141 Starlifter in Context By Richard Mason
An overhead view of the assembly line at the Lockheed aircraft plant on 1st June 1980. On the left C-141A Starlifter aircraft are being converted to the B models with the addition of two 5.18m (17ft) diameter cylinders, placed in the fuselage. On the right new C-130 aircraft are being assembled
ntroduced to replace slower propeller driven cargo planes such as the C-124 Globemaster II and C-133 Cargomaster, the C-141 was designed to requirements set in 1960 and first flew in 1963. Production deliveries of an eventual 285 planes began in 1965. The aircraft remained in service for over forty years until the USAF withdrew the last C-141s from service in 2006, after replacing the airlifter with the C-17 Globemaster III. In the spring of 1960 the Air Force released Specific Operational Requirement 182, calling for a new aircraft that would be capable of performing both strategic and tactical airlift missions. The strategic role demanded that the aircraft be capable of missions with a radius of at least 3,500 nautical miles (6,500km) with a 60,000 pounds (27,000kg) load. The tactical role required it to be able to perform low altitude air drops of supplies, as well as carry and drop combat paratroops. Several companies responded to SOR 182, including Boeing, Lockheed and General Dynamics. Lockheed responded to the requirement with their Model 300, the first large jet designed from the start to carry freight. The Model 300 had a swept high mounted wing with four 21,000 pounds-force (93kN) thrust TF33 turbofan engines pod mounted below the wings. The cabin's floor height was only fifty inches (130cm) above the ground, allowing easy access to the cabin through the rear doors, which could be opened in flight for
airborne cargo drops. Its size enabled the Starlifter to carry for example a complete LGM-30 Minuteman intercontinental ballistic missile in its container. The aircraft was capable of carrying a maximum of 70,847 pounds (32,136kg) over short distances, and could also carry up to 154 troops, 123 paratroops or eighty litter patients. The prototype C-141A serial number 61-2775 was manufactured and assembled in record time and was rolled out of the Lockheed factory at Marietta, Georgia on 22nd August 1963 and first flew on 17th December. The prototype and development aircraft then began an intensive operational testing program including the first delivery to MATS (63-8078) on 19th October 1964 to 1707 Air Transport Wing, Heavy (Training), Tinker Air Force Base, Oklahoma, but due to the United States' military involvement in South Vietnam, the C-141 was soon employed in operational sorties to the combat zone. The C-141A entered service in April 1965 but it was soon discovered that the aircraft's volume capacity was relatively low in comparison to its lifting capacity, as it generally ran out of physical space before it hit its weight limit. To correct the perceived deficiencies of the original model and utilize the C-141 to the fullest of its capabilities, 270 in-service C141As, which was most of the fleet, were stretched, adding needed payload volume. The conversion program took place between 1977
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Lockheed C-141A (background) and a C-141B Starlifter. All 270 C-141As were lengthened by 7.1m between 1977 and 1982 and were redesignated C-141B. The diﬀerence in outline is apparent in this view taken in June 1980
Built in 1966, C-141B 65-0257 is on display at the March Field Museum, Riverside, California. After completing 44,130 flight hours 65-0257 retired and moved across the runway from March Air Reserve Base AFB to the Museum on 10th November 1999. Fifteen aircraft including the famous Hanoi Taxi are now on static display at various air museums around the United States, while all the remaining airframes retired to the bone yard at Davis-Monthan AFB, Arizona have been scrapped (Alan Wilson)
S TA R L I F T E R
C-141B of 437 Air Wing, Charleston AFB, in July 1985. On 8th January 1966, following the disestablishment of MATS, all C-141s were transferred to the newly established Military Airlift Command (MAC) (Mike Freer)
The first C-141A Starlifter was never modified to C-141B configuration but was used for NSA Dryden’s Eclipse Tow program, in which an F-106 was towed into the air. The aircraft is now retired at Air Mobility Command Museum, Dover AFB
A total of sixty three C-141s were upgraded throughout the 1990s to C141C configuration, with improved avionics and navigation systems, to keep them up to date. This variant introduced some of the first glass cockpit technology to the aircraft, as well as improving reliability by replacing some mechanical and electromechanical components with their electronic equivalents
C-141B Starlifter 67-0166 flying over Long Island Sound, New York. Converted to C-141B in 1980/81, the aircraft was later converted to a C141C around 2000, retiring to AMARC November 2003. Returned to service early 2004, it was the last C-141 Starlifter in operational service. On 7th April 2006 the aircraft was flown from Wright-Patterson AFB, Ohio, to Scott AFB, Illinois and is now on static display at the Scott Field Heritage Airpark
A C-141C of 452d Air Mobility Wing in 2003
aircraft crashed near Sigonella, Italy on 12th July 1984, sadly killing seventeen people (Mike Freer)
In 1994 one of the aircraft at Wright-Patterson AFB was identified by its crew chief as the Hanoi Taxi, AF Serial Number 66-0177, the first aircraft to land in North Vietnam in 1973 for Operation Homecoming in the final days of the Vietnam War, to repatriate American POWs from North Vietnam. In 2005 Hanoi Taxi and other aircraft were marshalled by the Air Force to provide evacuation for those seeking refuge from Hurricane Katrina. This aircraft and others evacuated thousands of people, including the medical evacuation (MEDEVAC) of hundreds of ill and injured. With the 5th May 2005 announcement of the retirement of these last eight C-141s, the Hanoi Taxi embarked on a series of flights, giving veterans, some of whom flew out of POW captivity in Vietnam in this aircraft, the opportunity to experience one more flight before retirement. On 6th May 2006 the Hanoi Taxi landed for the last time and was received in a formal retirement ceremony at the National Museum of the United States Air Force, located at Wright-Patterson Air Force Base near Dayton.
and 1982, with first delivery taking place in December 1979. These modified aircraft were designated C-141B. It was estimated that this stretching program was equivalent to buying ninety new aircraft in terms of increased capacity. Also added was a boom receptacle for inflight refuelling. The fuselage was stretched by adding tubular sections before and after the wings, lengthening the fuselage a total of twenty three feet four inches (7.11m) and allowing the carriage of 103 litters for wounded, thirteen standard pallets, 205 troops, 168 paratroopers, or an equivalent increase in other loads. In 1994 a total of 13 C-141Bs were given SOLL II (Special Operations Low-Level II) modifications, which gave the aircraft a low-level night flying capability, enhanced navigation
equipment and improved defensive countermeasures. These aircraft were operated by AMC in conjunction with Air Force Special Operations Command (AFSOC). A total of sixty three C-141s were upgraded throughout the 1990s to C-141C configuration, with improved avionics and navigation systems. On 16th September 2004 the C141 left service with all active duty USAF units, being confined to Air Force Reserve and Air National Guard units for the remainder of its operational service life. As of 25th September 2005 there were only eight C-141 aircraft still flying, all from the Air Force Reserve's 445 Airlift Wing (445 AW) at WrightPatterson AFB. These last eight C-141s were oﬃcially retired in 2006.
MAY 2017 • VOLUME 39 • ISSUE 03
S TA R L I F T E R
By Andy McCabe
for these doors act as glass so I did not fit the clear parts. The two fuselage halves were now glued together. The wings were now assembled and fitted to the fuselage, with the fit of the parts very good so far and no filler used.
Kit No: 325 Scale: 1/144 Type: Injection Moulded Plastic Manufacturer: Roden Pocketbond/Squadron
oden’s new kit of the C-141B Starlifter contains ten sprues of grey and one clear sprue of injection moulded plastic, one decal sheet , one assembly booklet and one colour painting and marking guide. The parts have finely engraved panel lines and surface detailing and are very nicely moulded. Paint colours are given as Vallejo only and markings are for one aircraft only, C-141B Starlifter, s/n 650257, US Air Force Air Mobility Wing, March AFB, CA, mid 1990s. This aircraft is now on display at the Air Force Museum at Wright Patterson, Ohio. Even in 1/144 scale this is a big model and looks very impressive even before it is built.
The tail planes were assembled and fitted and then the engines were assembled and fitted to the wings. The clear cockpit glazing was now masked and fitted to the fuselage and then faired in with a small amount of filler and sanded flush. The model was now given a coat of grey primer and then an all over coat of Mr Color H82 Dark Grey. The decals were then applied without a hitch. Markings are provided for one aircraft, C-141B Starlifter, s/n 65-0257, US Air Force Air Mobility Wing, March AFB, CA, mid 1990s in overall Dark Ghost Grey. The undercarriage and gear bay doors were then painted and fitted and the model was finished.
Conclusion I love big military cargo aircraft and even in 1/144 this is a decent sized model of the C-141B from Roden. The parts are superbly moulded with very finely engraved panel lines and the kit assembles precisely. The build was relatively quick as there are not too many parts and no problems were encountered. The good news is that Roden are releasing a 1/144 C-5 Galaxy in the near future. Now that will be impressive!
The build begins by fitting the main and forward landing gear bays into the fuselage halves and then fitting the nose weight. There are clear parts supplied in the kit for the cargo bay door windows but the decals supplied
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R I AT 201 6
RIAT 2016 - Still the Best Still one of the most elegant jets ever flown we had to await departures to see a Hunter in the air
By Mike Verier
There was much at RIAT we haven’t had room to cover. To get the best from it we can only recommend that you book early for this year’s show which promises to be equally impressive. As ever thanks to fellow correspondent Ray Ball for his untiring back-up, and of course Richard Arquati and the media team at RIAT for access and support.
hilst a lot of attention was focussed on the new jets there were plenty of classics to see and enjoy. Highlights included the RAMEX Mirage 2000s with their scintillating display of high energy/close formation flying.
Sadly the last time we will see them, but the commemorative Lafayette scheme carried by one was appropriately striking. Not to be outdone the various F-16s did their best to compete with colour, smoke and decibels. Another legacy treat were the
Greek F-4s, albeit confined to the static where they were much admired by Phantom Phreaks there to pay homage to a truly great aircraft.
The Lafayette scheme was one of the best commemoratives seen this year
The Mirage 2000Ns ignored the weather and put on a stunning show as ever
Even on departure the immaculate formation was maintained
Topside view also aﬀorded a look at the deployed airbrakes
MAY 2017 • VOLUME 39 • ISSUE 03
R I AT 2016
A final salute. We’ll miss RAMEX
The Patrouille Suisse displayed their F-5Es at some distance from the crowd. The commemorative paint job that slipped in with them was much more interesting
The elegant Rafale was flown with the usual Gallic verve but suﬀered from being a grey aircraft in grey weather
The Polish MiG 29 with its Kosciuszko remains a crowd pleaser albeit in common with most demonstrations this year it seemed to be flown more cautiously
The Poles also brought a tiger striped F-16 to the party which put on an energetic display
Likewise flamboyant with a tiger scheme this year were the Belgians
The Solo Turk...
The Greeks also treated us to a Phitting Phinale with a pair of F-4Es from 339 Squadron
38 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
The Greek Air Force weighed in with one of the most astonishing F-16 schemes yet
The HAF Phantoms demonstrated a lovely scheme with its subtle tones that really brings out the best in the aircraft’s lines
AIRCRAFT IN PRoFILE
Dogs and Deltas at NATO’s Front Line
By Bob Owers
F-86F-25-NH 51-13194, 527 FBS. Lower half of the fin in yellow, thin black trim line above. Wing emblem above
ollowing service in North Africa, Italy, France and Germany during World War II, and performing occupation duty in Germany following the end of the war, 86 Fighter Group’s component squadrons began transferring out personnel to other units in october 1945, with group headquarters absorbing all remaining personnel by 24th November 1945. All remaining personnel were transferred to Detachment A, 64 Fighter Wing at midnight on 14th February 1946, while the group and squadron unit designations were transferred without personnel or aircraft to Bolling Field in Washington DC where the units were oﬃcially deactivated on 31st March 1946. Less than five months later however, the group was reactivated in Germany on 20th August 1946, taking over the aircraft and personnel of the Republic P-47D Thunderbolt equipped 406 Fighter Group at AAF Station Nordholz. This activation was simply 406 Fighter Group being redesignated as 86 Fighter Group with its component squadrons being redesignated as well. 512 Fighter Squadron was redesignated 525 Fighter Squadron, 513 Fighter Squadron as 526 Fighter Squadron, and 514 Fighter Squadron as 527 Fighter Squadron. As shall be seen later the relationship between the two groups and their squadrons does not end here. on 14th November 1946 86 Fighter Group moved to AAF Station Lechfeld, Germany and in January 1947 was reduced to the status of a paper unit, with all of its aircraft and all but a few personnel being reassigned to other units. Then on 15th May 1947 the group was further reduced when 527 Fighter Squadron, still a paper squadron, was reassigned back to the US. The same date however, the paper group moved to Furstenfeldbruck AB, Germany, and was redesignated 86 Composite Group as the result of having a reconnaissance unit, 45 Reconnaissance Squadron, assigned to the group there. 86 Composite Group then moved
to Neubiberg AB, Germany on 12th June 1947 and replaced 33 Fighter Group at Neubiberg. With this move 33 Fighter Group was reduced to inactive status and its personnel and P-47D Thunderbolts were used to man 86 Fighter Group’s two remaining squadrons, 525 and 526 Fighter Squadrons. The group also had a P-51D Mustang squadron under its operational control, designated as Detachment A, 86 Composite Group, for a month from 25th July to 25th August 1947. Then on 30th December 1947, in a reversal from the previous May, 527 Fighter Squadron designation was returned to the group from the US, giving the group three squadrons once again. Then in January 1948 45 Reconnaissance Squadron was reassigned out of the group, and the group reverted to its previous designation of 86 Fighter Group. In a final confusing move, on 1st July 1948 86 Fighter Group became a subordinate unit and the flying element of the newly activated 86 Fighter Wing. In a final change of designations, on 20th January 1950 86 Fighter Wing was redesignated 86th Fighter Bomber Wing, with its subordinate group and squadrons being likewise redesignated. Following the outbreak of the Korean War in June 1950, there was concern that the Soviet Union might take advantage of the situation to launch an attack against Western Europe, and eﬀorts were undertaken to bolster American forces in that theatre. As part of this eﬀort, under the code name Fox Able Three, 27 Fighter Escort Wing from Bergstrom AFB, Texas ferried 180 F84Es to Furstenfeldbruck AB, Germany between 15th September and 25th october 1950. The aircraft were ferried across the Atlantic in two groups from New Jersey, via Labrador, Greenland, Iceland and England. The first group of eighty nine aircraft enjoyed good weather en route and completed the trip in just three days. The second group of ninety one aircraft were dogged by storms however, and took nine days to complete the transfer. These aircraft were
F-84E of 527 Fighter Squadron, 86 Fighter Wing at Air Base Neubiberg in 1949. Neubiberg became a transport base on 14th July 1952 when 317 Troop Carrier Wing moved in with three squadrons of C-119C Flying Boxcars. In January 1953 86 Fighter Wing, now renamed Fighter-Bomber Wing, completed its relocation to the newly built Landstuhl Air Base
F-84E-10-RE 49-2270. This aircraft is variously attributed to being operated by either 525 FBS or 527 FBS. It is also identified as the group commander's aircraft. Note the command stripes
F-86D 52-4219, 513 FIS/406 FIW
AIRCRAFT IN PROFILE turned over to 36 Fighter Bomber Wing at Furstenfeldbruck AB and to 86 Fighter Bomber Wing at Neubiberg AB, thus upgrading both units to the F-84E. This was the first long range, mass flight of jet aircraft over water, and in recognition of its unique accomplishment 27 Fighter Escort Wing was awarded the Mackay Trophy for 1950.
F-86D-35-NA 51-6206, 526 FIS. Late scheme
F-86D-45-NA 52-4102, 526 FIS. Early scheme with the nose band. Note the mismatched nose panel probably taken from another aircraft
F-86D-50-NA 52-10028, 526 FIS. Late scheme. Wing commander's aircraft. This is a good example of the abbreviated serial number as described in the text. The actual serial on the fin should be 210028, but they dropped the 2 and just displayed it as 10028
F-86D-35-NA 51-8377, 525 FIS. Early scheme with the later version of the squadron emblem where the bulldog is in brown
F-84E-5-RE 49-2215, 527 FBS. Individual aircraft number 22 appears to be in yellow. The nose ring appears to be yellow, but has an intake cover of some sort over the front of the fuselage. Note the yellow arrow flash on the tip tank. Squadron colour is yellow
With the arrival of the new aircraft 86 Fighter Bomber Wing became one of two jet equipped units in Europe, the other being 36 Fighter Bomber Wing at Furstenfeldbruck AB, Germany. 36 Fighter Bomber Group had moved from Panama to Furstenfeldbruck by aircraft carrier in 1948, equipped with the Lockheed F-80B Shooting Star. Now designated 36 Fighter Bomber Wing, it too re-equipped with the F-84E, its F-80s being returned to the US to be issued to Air National Guard units. Initial unit markings carried by 86 Fighter Bomber Wing F-84Es were those carried by 86 Fighter Group P-47D Thunderbolts during World War II, these being red and white stripes, fore and aft across the vertical and horizontal tail surfaces, the stripes running perpendicular to the rudder and elevator hinge lines. Squadrons were indicated by solid nose rings and an arrow shaped flash on the outside of the wing tanks in the squadron colour, blue for 525, red for 526 and yellow for 527. Squadron emblems were carried on both sides of the fuselage above the leading edge of the wing. In addition, individual aircraft-in-squadron numbers were carried on the rear fuselage behind the national insignia. These were apparently black on 525 and 526 aircraft, but yellow on 527 Fighter Bomber Squadron aircraft. The early 1950s were the heyday of colourful unit markings on USAF aircraft and when Colonel George Laven Jr, a World War II P-38 ace, took command in 1951, he changed the unit markings to an even more elaborate scheme. These consisted of a red and white chequerboard pattern over all tail surfaces, with the red of the lower front check running along the dorsal fillet all the way to the turbine warning line on the fuselage. Squadrons were now indicated by chequered nose rings and the entire wing tank painted in a checker board pattern in the squadron colour, blue/white for 525, red/white for 526 and black/yellow for 527. The squadron emblem continued to be carried on the left side of the fuselage, but the wing emblem was now carried on the right side. Command stripes, in the form of angled bands just aft of the wing trailing edge, were also used to indicate element, flight and squadron commanders. There were also several group commanders’ aircraft with diﬀerent colour schemes, the most colourful being F-84E 51-624 flown by Colonel Laven. It had the normal red/white chequered tail surfaces, but the nose and wing tank checks were in red, blue and yellow. These markings were carried until the wing converted to the North American F-86F Sabre in 1953. With flying times reduced by newer jet aircraft, the Air Force wanted to move its squadrons further west, away from the borders of the Eastern European countries. As part of this eﬀort, an advanced party from 86 Fighter Bomber Wing moved to the newly constructed Landstuhl AB on 17th February 1952 to prepare for the wing’s transfer there. The base finally opened for use on 5th August 1952 and 86 Fighter Bomber Wing flew in on 21st August 1952. Under the names Landstuhl AB from 5th August 1952-1st December 1957, RamsteinLandstuhl AB from 1st December 1957-15th
August 1958, and finally Ramstein AB from 15th August 1958 to the present day, the new base became the home of 86 Fighter Bomber Wing and successor units for over sixty years. In early 1953 after completing its move to Landstuhl AB, 86 Fighter Bomber Wing began to transition from the Republic F-84E Thunderjet to the North American F-86F Sabre, becoming the first unit in Europe to be equipped with the Sabre. The wing flew the F-86F for only a short period however, as on 9th August 1954 it was redesignated 86 Fighter Interceptor Wing in anticipation of being re-equipped with the North American F-86D Sabre. Perhaps due to the short time the wing flew the F-86F, markings were fairly simple. The lower half of the vertical fin/rudder were painted in the squadron colour, sometimes with a thin trim line in white or black at the top of the coloured portion of the fin/rudder. The wing emblem was carried on the upper, natural metal portion of the fin. The first F-86D began to arrive in late August and the squadrons gradually phased out their F86Fs as pilots transitioned to the new aircraft. A note on aircraft designations is appropriate here. All F-86Ds initially deployed to Europe were -40, -45 and -50 aircraft. The following year, additional F-86D-35-NA aircraft were deployed to Europe after being overhauled by Shorts Brothers in Belfast, Northern Ireland. All F-86Ds produced prior to the -45 were manufactured without a braking parachute. Older aircraft were taken out of service under project Pull-Out for remanufacture by North American to include the braking parachute. To distinguish between aircraft so modified, their block number designations were increased by one digit. All of the earlier block aircraft deployed to Europe had been modified and consequently, their oﬃcial block numbers would have been -36 and -41, but the original block numbers are used here. The change to a new aircraft was only one part of the transition of 86 Fighter Interceptor Wing’s structure however. 525 and 526 Fighter Interceptor Squadrons began their transition to the F-86D, but 527 Fighter Interceptor Squadron retained its F-86Fs and on 8th October 1954 was again redesignated, this time as 527 Fighter Day Squadron. The squadron remained with 86 Fighter Interceptor Wing for another sixteen months, still equipped with the F-86F, until 8th February 1956, when it was redesignated 461 Fighter Day Squadron and reassigned to 36 Fighter Day Wing based at Bitburg AB, Germany. 527 Fighter Day Squadron was oﬃcially deactivated and 461 Fighter Day Squadron oﬃcially activated the same day. Although now assigned to 36 Fighter Day Wing, the new 461 Fighter Day Squadron remained at Landstuhl AB, attached to 86 Fighter Interceptor Wing for another three months, until 2nd May 1956, when it moved to its new home at Hahn AB, Germany. The other part of 86 Fighter Interceptor Wing’s restructuring, actually predating the wing’s redesignation, was the arrival at Landstuhl AB of two experienced F-86D equipped fighter interceptor squadrons from the US. 440 Fighter Interceptor Squadron had been activated at Geiger Field, WA on 18th February 1953, as part of 530 Air Defense Group while 496 Fighter Interceptor Squadron had been activated at Hamilton AFB, CA on 20th March 1953, as part of 566 Air Defense Group. Both squadrons had operated the F-86D within Air Defense Command for a little over a year when in early 1954 they were alerted for overseas transfer. Both squadrons began transferring their early block F-86Ds out for modification with braking
AIRCRAFT IN PROFILE
Second aircraft in rank is F-84E-10-RE 49-2240. Note squadron emblem on starboard side of fuselage. Individual aircraft number 8
F-84E-10-RE 49-2244. Note squadron emblem on port side of fuselage and individual aircraft number 3. The ventral fin on this aircraft is also painted in the squadron colour, red
F-102A-50-CO 55-3431. Note the black trim to the red band. The devil figure is reversed on the starboard side of the fin so the halo is to the rear of the aircraft. Note the small Outstanding Unit Award ribbon on fin
parachutes under the Pull-Out programme, and prepared for movement of squadron personnel to NAS Alameda in California. Arriving at NAS Alameda in June 1954, both squadrons were allocated new aircraft, 440 Fighter Interceptor Squadron being equipped with Block -41, -45, and -50 aircraft, and the 496th Fighter Interceptor Squadron receiving new Block 45 Sabres. These had all been cocooned and loaded aboard the escort carrier USS Tripoli (CVE-64) for shipment to Saint Nazaire, France. Personnel from the two squadrons boarded the carrier at Alameda, sailed through the Panama Canal, and arrived at Saint Nazaire in late June. There the aircraft were decocooned and flown down to Landstuhl AB, both squadrons arriving at Landstuhl by 4th July 1954. Both squadrons had been reassigned directly to Twelfth Air Force on 1st July 1954, but attached to still at that point 86 Fighter Bomber Wing for support. Remaining attached to the now redesignated 86 Fighter Interceptor Wing, both squadrons were reassigned to 7486 Air Defense Group on 2nd December 1954, then reassigned directly to 86 Fighter Interceptor Wing on 3rd January 1956.
and yellow nose bands were trimmed in black. In addition the squadron emblem was carried high on the vertical fin superimposed over the sunburst pattern. These markings were carried until 1957, when the nose bands were ordered to be removed, retaining just the sunburst pattern on the vertical tail surfaces.
Shortly after having all four F-86D squadrons formally assigned to the wing, as well as retaining the still F-86F equipped 527 Fighter Day Squadron, 86 Fighter Interceptor Wing began to disperse its squadrons to other bases in Germany to improve air defence capability. The first to leave Landstuhl AB was 440 Fighter Interceptor Squadron, which moved to Erding AB, Germany on 17th February 1956. Then, as related above, 527 Fighter Day Squadron, having been redesignated 461 Fighter Day Squadron and reassigned to 36 Fighter Day Wing on 8th February 1956, moved to Hahn AB, Germany on 2nd May 1956. 496 Fighter Interceptor Squadron then departed Landstuhl AB on 8th November 1956, moving to Hahn AB, Germany as well. Three months later on 12th February 1957, 525 Fighter Interceptor Squadron departed Landstuhl AB as well, moving to Bitburg AB, Germany. These moves left just the wing headquarters and 526 Fighter Interceptor Squadron at Landstuhl AB. The wing remained so organized for just over a year, until early 1958.
The first squadron to make the move was 512 Fighter Interceptor Squadron. Normally based at RAF Bentwaters, the squadron had been operating out of nearby RAF Woodbridge since January of 1957 while the runways and taxiways at RAF Bentwaters were being repaved. The squadron moved from RAF Woodbridge to Sembach AB, Germany on 24th March 1958. It was followed by 513 Fighter Interceptor Squadron on 16th April 1958. Having been based at RAF Manston since being reactivated, 513 Fighter Interceptor Squadron now moved to Phalesbourg-Borscheid AB, France. Finally 514 Fighter Interceptor Squadron, also based at RAF Manston, joined 526 Fighter Interceptor Squadron at the now renamed Ramstein-Landstuhl AB on 12th May 1958. Landstuhl AB and Ramstein AB although co-located had operated as two separate bases until 1st December 1957. After that, operating as one base it was originally known as Ramstein-Landstuhl AB until 15th August 1958, when it became known simply as Ramstein AB. With the acquisition of the three 406 Fighter Interceptor Wing squadrons, 86 Fighter Interceptor Wing controlled no less than seven squadrons spread through Germany and France as follows:
It is unknown what early markings were used on the new 86 Fighter Interceptor Wing F-86Ds but it is possible that the wing simply carried over the old F-86F markings to the new F-86D. First 527 Fighter Bomber Squadron did not convert to the F-86D, instead continuing to operate the F-86F as 527 Fighter Interceptor Squadron, then as 527 Fighter Day Squadron until February 1956 when it was reassigned to 36 Fighter Day Wing as related above. Presumably the squadron continued to operate the F-86F in the previous markings. In addition there are several photographs of the new 440 and 496 Fighter Interceptor Squadron F-86D, both in markings similar to the previous markings used on the wing’s F-86F. There are photographs of both 52-3927 and 52-3937 of 496 Fighter Interceptor Squadron carrying black/yellow markings on the vertical fin similar to the previous F-86F markings, and a photograph of 52-4089 of 440 Fighter Interceptor Squadron carrying black markings on the vertical fin almost identical to the previous F-86F markings. Some F-86D of both squadrons apparently also carried Korean War style recognition markings for a time as there are photograph of 52-3944 of 496 Fighter Interceptor Squadron and 52-4089 of 440 Fighter Interceptor Squadron with the aforementioned tail markings along with a yellow angled band around the aft fuselage, thinly trimmed in black, and similar markings on the wing tips, with the wing tip being black, with a yellow band inside that, thinly trimmed in black. Whatever the case, by 1956, after the departure of 527 Fighter Day Squadron, the wing adopted new, flamboyant markings consisting of a sunburst pattern over the entire vertical tail surfaces as well as a nose band just behind the radome that tapered back on the fuselage sides to a point near the rear of the cockpit canopy. 525 Fighter Interceptor Squadron used their traditional colours of blue rays over a white background and blue nose band, while 526 Fighter Interceptor Squadron used their traditional colour red in the same manner. The two new squadrons, 440 and 496 Fighter Interceptor Squadrons, used orange over black and chrome yellow over black, with orange and chrome yellow nose bands respectively. The red and blue nose bands were thinly trimmed in white while the orange
As related above, the original 86 Fighter Group had come into existence in Europe through the redesignation and deactivation of 406 Fighter Group on 20th August 1946. Now the relationship between the two units came full circle. 406 Fighter Group had since been reactivated in England on 10th July 1952 as 406 Fighter Bomber Wing. As with 86 Fighter Interceptor Wing, it too had operated the F-84E Thunderjet and the F-86F Sabre, and had been redesignated 406 Fighter Interceptor Wing and reequipped with the F-86D in May 1954. 406 Fighter Interceptor Wing was now scheduled to be deactivated again on 15th May 1958, but this time instead of replacing 406 Fighter Interceptor Wing’s component squadrons with its own, 406 Fighter Interceptor Wing’s squadrons were transferred to 86 Fighter Interceptor Wing and moved from England to Europe proper.
• • • • • • •
440 Fighter Interceptor Squadron: Erding AB, Germany 496 Fighter Interceptor Squadron: Hahn AB, Germany 512 Fighter Interceptor Squadron: Sembach AB, Germany 513 Fighter Interceptor Squadron: Phalesbourg-Bourscheid AB, France 514 Fighter Interceptor Squadron: Ramstein-Landstuhl AB, Germany 525 Fighter Interceptor Squadron: Bitburg AB, Germany 526 Fighter Interceptor Squadron: Ramstein-Landstuhl AB, Germany
When the three 406 Fighter Interceptor Wing squadrons moved to 86 Fighter Interceptor Wing they naturally adopted the new wing’s sunburst pattern on the vertical tail surfaces, replacing the previous 406 Fighter Interceptor Wing markings. There was a problem with traditional colours however. 512 Fighter Interceptor Squadron had used yellow as its squadron colour, but switched to green rays over a white background to avoid confusion with 496 Fighter Interceptor Squadron. Similarly 514 Fighter Interceptor Squadron had previously used blue as its squadron colour, but switched to black rays over a white background to avoid confusion with 525 Fighter Interceptor Squadron. Only 513 Fighter Interceptor Squadron retained its previous squadron colour red, but to avoid confusion with 526 Fighter Interceptor Squadron used red rays over a black background rather than white. In addition to their previous 406 Fighter Interceptor Wing tail markings the three squadrons had carried a long thin inverted check mark device that extended from the turbine warning line on the rear fuselage forward to the intake lip and just above the wing. The barb at the forward end pointed down and was generally referred to as a harpoon because of its shape. These had been painted in the squadron colour with thin trim lines. Although the nose bands had been ordered removed from 86 Fighter Interceptor Wing F-86D the previous year, the three 406 Fighter Interceptor Wing squadrons apparently retained the harpoons for some time as there is a photograph
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AIRCRAFT IN PROFILE • ISSUE 07
AIRCRAFT IN PROFILE
F-102A-55-CO 56-0996, early markings. Note the three colour segment pattern as opposed to the four segment pattern on all the other squadrons
F-102A-60-CO 56-1098, 496 Fighter Interceptor Squadron, late markings. Note the Air Division emblem carried on the starboard side of the fin with the late markings. The late version of the squadron emblem was carried to port
of 51-6165 of 513 Fighter Interceptor Squadron prominently sporting the new sunburst tail markings and the previous harpoon marking. The three squadrons had also previously painted the canopy rail in the squadron colour with the pilot’s name on the left side and the crew chief’s name on the right. These markings may have also been retained for some time. As is usually the case, simply ordering a change in markings does not make it happen overnight. In all probability aircraft with and without nose bands or harpoons probably operated side by side until aircraft they could be individually repainted or had previous markings removed. Although 86 Fighter Interceptor Wing F-86Ds were very colourful, depending on the exposure and brightness of the photograph it can be extremely diﬃcult to determine the aircraft’s squadron assignment even in colour photographs just from the markings themselves, and almost impossible in black and white photos. There are some clues to help narrow down the possibilities however. 512, 514, 525 and 526 Fighter Interceptor Squadrons all used darker coloured rays on a white background, where the base of the vertical fin was white. Also the aircraft serial number was in white on the lower, dark coloured ray. By contrast 440 and 496 Fighter Interceptor Squadrons used lighter coloured rays on a black background where the base of the vertical fin was black and the aircraft serial number was in black on the lower, light coloured ray. 513 Fighter Interceptor Squadron was unique in using dark red rays on a black background with the base of the vertical fin also black, but the aircraft serial number was in white on the lower, red ray. In the end the only way to positively identify the squadron assignment from some photographs is by the squadron emblem on the vertical fin.
Squadron: Previous Colour 525 FIS: Blue/White Blue/White Blue Rays on White 526 FIS: Red/White Red/White Red Rays on White 514 FIS: Blue Black/White Black Rays on White 512 FIS: Yellow Green/White Green Rays on White 513 FIS: Red Red/Black Red Rays on Black 440 FIS: None Orange/Black Orange Rays on Black 496 FIS: None Yellow/Black Yellow Rays on Black
New Colour: White Serial # on Blue Ray White Serial # on Red Ray White Serial # on Black Ray White Serial # on Green Ray White Serial # on Red Ray Black Serial # on Orange Ray Black Serial # on Yellow Ray
In 86 Fighter Interceptor Wing an interesting anomaly occurred in the way aircraft serial numbers were presented on the vertical fin of some F86Ds. Both 406 and 86 Fighter Interceptor Wings were partially equipped with Fiscal Year 1952 production aircraft with serial numbers in the 5210xxx range. Normal USAF standard would be to present the serial number on the vertical fin as 210xxx, with six digits instead of the more common five. With their unit markings high on the vertical fin/rudder, this presented no problem in 406 Fighter Interceptor Wing and these aircraft carried the full six digit number on the fin. In 86 Fighter Interceptor Wing there was a problem however. With their sunburst markings covering the entire vertical tail surfaces, the aircraft serial number was repainted on the lower ray in either white on dark rays or black on light coloured rays, depending on the squadron colours. The size and shape of these rays would only accommodate five digits of the prescribed size however. The wing apparently solved this problem by simply dropping the last digit of the fiscal year, in this case 2, and painting only the serial number, 10xxx, on the vertical fin. A good example of this is F-86D-50-NA 52-10028. While serving with 512 and 514 Fighter Interceptor Squadrons in 406 Fighter Interceptor Wing, the aircraft carried the full serial number, 210028. When 406 Fighter Interceptor Wing was deactivated and the squadrons were reassigned to 86 Fighter Interceptor Wing, the serial was modified to 10028 to fit the new unit markings. With this shortened serial, the casual observer who knew something of USAF serial numbers, might conclude this was F-86D 510028, which was in fact the serial number for a Grumman SA-16 Albatross amphibious aircraft! This aircraft was eventually passed to 526 Fighter Interceptor Squadron at Ramstein AB, becoming the wing commander’s aircraft, complete with seven command stripes to represent the seven
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F-102A-65-CO 56-1211, 526 Fighter Interceptor Squadron, early markings. Note red wing fence
squadrons assigned to the wing. This very colourful aircraft has in fact previously been erroneously identified in at least one respected authoritative publication as F-86D 51-028. Such was the pace of aviation technology in the 1950s that by 1958, barely four years after being deployed to Europe, the F-86D was already obsolescent and plans were underway to replace the Dog with the Convair F-102A Delta Dagger. The first F-102A to appear in Europe, early models being replaced by Air Defense Command with newer aircraft, were overhauled and modernized at stateside depots, then shipped to Saint Nazaire, France. These began to appear in Europe in early 1959 and 525 Fighter Interceptor Squadron at Bitburg AB, Germany became the first squadron in Europe to transition to the F-102A, beginning to receive the new aircraft in January 1959. As the squadron re-equipped with the F-102A, its old F-86Ds were transferred to the other F-86D squadrons within the wing. As part of the restructuring of USAFE air defense units 512 Fighter Interceptor Squadron at Sembach AB, Germany was deactivated on 1st July 1959, just fifteen months after being reassigned to 86 Fighter Interceptor Wing. 512 Fighter Interceptor Squadron transferred the last of its F-86Ds to the USAFE depot at Chateauroux-Deols AB, France on 10th June 1959, and most of the squadron’s personnel were transferred to 7127 Support Group at Sembach. 496 Fighter Interceptor Squadron at Hahn AB, Germany then became the second European squadron to convert to the F-102A, beginning to receive the new aircraft and transfer out its F-86Ds in July 1959. Some of its F-86Ds were transferred to other squadrons, particularly 513 Fighter Interceptor Squadron at Phalesbourg-Bourscheid AB, France, most being ferried instead to Chateauroux-Deols AB, France for storage. The squadron had been fully equipped with the F-102A and the last of its F-86Ds ferried out by December 1959. The next squadron to be deactivated was 440 Fighter Interceptor Squadron at Erding AB, Germany. The squadron had made its annual deployment to Wheelus AB, Libya for live firing exercises from 4th May until 1st June 1959, and after returning from this deployment began to transfer its F-86Ds to other squadrons within the wing or ferry them to Chateauroux-Deols AB for storage or scrapping. The last F-86Ds were ferried out in late November 1959 and the squadron was oﬃcially deactivated on 1st January 1960. 526 Fighter Interceptor Squadron at Ramstein AB, Germany began to receive the F-102A in late 1959, but the transition was slow and the squadron continued to operate some F-86Ds until June 1960. As the F-86Ds were transitioned out they were ferried to FIAT in Italy for overhaul and eventual transfer to Yugoslavia and Greece. While 86 Fighter Interceptor Wing was in the process of reorganizing its squadrons and transitioning to the F-102A, other F-86D units in Europe were also transitioning to the F-102A. 497 Fighter Interceptor Squadron of 65 Air Division at Torrejon AB, Spain completed its transition to the F-102A in April 1960 while its sister squadron, 431 Fighter Interceptor Squadron, also of 65 Air Division at Zaragoza AB, Spain completed its own transition in September 1960. In addition one non F-86D unit, 32 Tactical Fighter Squadron of 36 Tactical Fighter Wing, based at Soesterberg AB, Netherlands, transitioned from the F-100C to the F-102A, completing its transition in August 1960. As part of this transition 32 Tactical Fighter Squadron was redesignated 32 Fighter Interceptor Squadron and reassigned to 86 Fighter Interceptor Wing on 18th April 1960. In addition 431 Fighter Interceptor Squadron at Zaragoza AB, Spain was also attached to 86 Fighter Interceptor Wing on 1st July 1960. While 32 Fighter Interceptor Squadron was oﬃcially reassigned to 86 Fighter Interceptor Wing, it continued to operate from its former base at Soesterberg. Although attached to 86 Fighter Interceptor Wing for operational control, 431 Fighter Interceptor Squadron was still assigned to 65 Air Division and continued to operate from Zaragoza AB. Its sister squadron, 497 Fighter Interceptor Squadron, remained at Torrejon AB under 65 Air Division. With
AIRCRAFT IN PROFIlE six squadrons now flying the new F-102A, the USAFE air defence organization was revised. 86 Fighter Interceptor Wing was redesignated 86 Air Division (Defence) on 18th November 1960 and exercised control over seven squadrons as follows:
• 32 Fighter Interceptor Squadron at Soesterberg AB, Netherlands (F-102A) • 431 Fighter Interceptor Squadron at Zaragoza AB, Spain (Attached) (F-102A) • 496 Fighter Interceptor Squadron at Hahn AB, Germany (F-102A) • 513 Fighter Interceptor Squadron at PhalesbourgBourscheid AB, France (F-86D) • 514 Fighter Interceptor Squadron at Ramstein AB, Germany (F-86D) • 525 Fighter Interceptor Squadron at Bitburg AB, Germany (F-102A) • 526 Fighter Interceptor Squadron at Ramstein AB, Germany (F-102A) 513 Fighter Interceptor Squadron at Phalesbourg-Bourscheid AB, France and 514 Fighter Interceptor Squadron at Ramstein AB, Germany continued to operate the F-86D until 8th January 1961 when both squadrons were finally deactivated. With the deactivation of other squadrons many of their F-86Ds were transferred to 513 Fighter Interceptor Squadron and as a result after June 1959 many of the squadron’s higher time F-86Ds were flown to the USAFE depot at Chateauroux-Deols AB, France for scrapping or transfer to other countries. The squadron continued normal operations until August 1960 when as a prelude to its impending deactivation most flying operations ceased and its aircraft were also transferred to ChateaurouxDeols AB, the last of these being transferred in November 1960. Being the lower time aircraft of the F-86D fleet most of these were overhauled and subsequently transferred to Yugoslavia. For its part 514 Fighter Interceptor Squadron continued operations until November 1960 when between 10-18th November 1960 its F-86Ds were also flown out to ChateaurouxDeols AB. Both squadrons were then oﬃcially deactivated on 8th January 1961, marking the end of USAF F-86D operations in Europe. When 86 Fighter Interceptor Wing transitioned to the F-102A they carried over the colourful sunburst markings from the F-86D to the new F-102A. In fact the delta configuration of the F-102A’s vertical tail surfaces lent themselves better to the scheme, making the markings all the more spectacular. 525 and 526 Fighter Interceptor Squadrons continued with blue and red rays over a white background respectively, and 496 Fighter Interceptor Squadron continued with its black and yellow combination. With the F-102A the squadron reversed the pattern however, now using black rays over a yellow background. The new 32 Fighter Interceptor Squadron while flying the
F-100C had previously adopted a red/white/blue tail marking representing the Dutch national colours and continued this practice with the F-102A, modifying 86 Fighter Interceptor Wing’s four segment sunburst pattern with just three, red/white/blue, top to bottom. The former practice of carrying the squadron emblem over the sunburst also continued although with a couple of changes. 496 Fighter Interceptor Squadron had a new emblem approved in 1960 and this emblem replaced the former one. In addition 32 Fighter Interceptor Squadron had received approval to incorporate their squadron emblem in a wreath of oranges topped by a crown, the symbol of the Dutch royal family, The House of Orange, and this new emblem was carried on their F-102A. The three Germany based squadrons also carried two small F-102A silhouettes on the left side of the nose, one with the pilot’s name, the other with the crew chief’s name. 32 Fighter Interceptor Squadron at Soesterberg did not adopt these however. These markings were carried from the introduction of the F-102A to the wing until about August 1963 when all markings began to be removed except the squadron emblem on the vertical fin. The aircraft operated in these plain ADC gray markings until about August 1964 when new markings started to be applied. These consisted of a wide band across the vertical fin in the squadron colour, often thinly trimmed in a contrasting colour, with the squadron emblem superimposed on the band. Colours remained the same for 525 (blue), 526 (red) and 496 (yellow), but the red/white/blue markings of 32 Fighter Interceptor Squadron were replaced with a green band, the traditional colour for the fourth squadron in a wing. The squadron emblem continued to be carried on the left side of the fin, but 86 Air Division emblem replaced the squadron emblem on the right side of the fin. At the same time 496 Fighter Interceptor Squadron emblem changed again, the previous white falcon being changed to a brown one. With the new markings the speed brakes were also frequently decorated in various patterns. These markings were subsequently carried until 1965 when the standard Southeast Asia (SEA) camouflage pattern began to be applied to all USAF aircraft, thus ending the colourful 1950-60s markings forever. It is likely however that all aircraft did not receive the camouflage paint before being replaced and sent back to the US. Overcome by technology once again, the F-102A remained in use in Europe only a few years longer than the F-86D had. The first European F-102 based units to relinquish their aircraft were 431 Fighter Interceptor Squadron at Zaragoza AB and 497 Fighter Interceptor Squadron at Torrejon AB, both in Spain. 431 Fighter Interceptor Squadron was deactivated in
Spain in March 1964, redesignated a tactical fighter squadron, and transferred to 8 Tactical Fighter Wing at George AFB, CA. 497 Fighter Interceptor Squadron followed suit in July 1964, also being redesignated a tactical fighter squadron and following its sister squadron to 8 Tactical Fighter Wing at George AFB. The four remaining F-102A units in Germany and the Netherlands began to replace their F-102As with the much more capable McDonnell F-4E Phantom II in 1969. All four squadrons were reassigned from 86 Air Division on 1st November 1968 and reassigned to other parent units although they continued to fly the F-102A for some time yet, and 86 Air Division was deactivated two weeks later on 14th November 1968. The first squadron to transition to the F-4E was 32 Fighter Interceptor Squadron at Soesterberg AB, Netherlands. Having been reassigned directly to Seventeenth Air Force on 1st November 1968 it completed its transition to the F-4E in July 1969. 525 Fighter Interceptor Squadron at Bitburg AB, Germany was reassigned to 36 Tactical Fighter Wing, the host unit at Bitburg, completing its transition to the F-4E and being redesignated 525 Tactical Fighter Squadron on 1st October 1969. 496 Fighter Interceptor Squadron at Hahn AB, Germany was reassigned to 50 Tactical Fighter Wing, the host unit at Hahn, and completed its transition to the F-4E in January 1970. Finally 526 Fighter Interceptor Squadron, which had been reassigned to the new 26 Tactical Reconnaissance Wing, which replaced 86 Air Division as the host unit at Ramstein AB, completed its own transition to the F-4E in April 1970, being the last squadron to operate the F-102A in Europe. As surplus F-102As became available when the squadrons transitioned to the F-4E, most were in turn reassigned to various Air National Guard squadrons in the US.
86 Fighter Bomber Wing: • 525 Fighter Bomber Squadron • 526 Fighter Bomber Squadron • 527 Fighter Bomber Squadron
86 Fighter Interceptor Wing: • • • • • • • •
525 Fighter Interceptor Squadron 526 Fighter Interceptor Squadron 527 Fighter Day Squadron 440 Fighter Interceptor Squadron 496 Fighter Interceptor Squadron 512 Fighter Interceptor Squadron 513 Fighter Interceptor Squadron 514 Fighter Interceptor Squadron
86 Air Division (Defence): • • • • •
525 Fighter Interceptor Squadron 526 Fighter Interceptor Squadron 496 Fighter Interceptor Squadron 32 Fighter Interceptor Squadron 431 Fighter Interceptor Squadron (Attached)
F-102A-60-CO 56-1130 showing the early markings worn by 525 FIS
Aircraft of 525 FIS line-up on the ramp
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IN T H E B O X
Welcome Wind Eduard’s Tiﬀy By Rick Greenwood Hawker Typhoon Car Door Kit No: 1131 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Eduard www.eduard.com
he latest release in the Eduard limited edition line see their attention turn to the Hawker Typhoon 1B. The plastic sees a welcome return of the venerable Hasegawa Car Door oﬀering dating back to 1999. The plastic is unchanged and looks to have stood the test of time with no flash or mould deterioration noted upon quick inspection. Eduard have added their own detail parts to the mix with two sets of resin wheels with diﬀering hub detail and a set of finely cast resin exhausts. While the plastic cockpit parts are okay they are brought to life with the etched metal parts that
replace the existing kit items or decorate them further. A set of the familiar yellow canopy masks along with a decal sheet for six aircraft make up the package. The decals look to be well printed by Eduard themselves and feature the following airframes: • DN406 from 609 Squadron RAF Manston May 1943 • R8893 from 182 Squadron RAF Martlesham Heath November 1942 • JP504 from 197 Squadron RAF Tangmere 1943 • R8697 486 Squadron RNZAF RAF Wittering August 1942
• JP496 175 Squadron RAF Lydd July 1943 • JP496 121 Airfield RAF Lydd December 1943 All the options have individual painting diagrams provided and depict the airframes in Ocean Grey and Dark Green over Medium Sea Grey except the fourth, which features black undersides. A full stencil location page is also provided in the instruction booklet. Eduard oﬀer the modeller a project in a box as nothing else needs to be purchased, and at little extra cost from the standard Hasegawa kit (based on UK RRP).
First Among Furies AMG’s new line By Richard Mason Hawker Sea Fury F.Mk 10 Kit No: 18601 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: AMG Hannants/Sprue Brothers
long with the new range of early Bf 109s Arsenal Model Group have a line of Sea Furies, the first of which has arrived for review in the shape of a Mk10 with very fine surface detail. The kit is a nicely tooled limited run production with some very fine additions in etch and resin, the latter including a one-piece wheel bay as well as exhausts and other smaller parts.
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The etched fret includes a seat harness, instrument panel and consoles and some finely turned out parts for the inside of the main gear doors. The crucial two-part canopy is nice and clear and while the sprue gates on the plastic parts are heavy in places there is nothing that won’t clean up with a little eﬀort. Some of the sprues are common for the whole range, which includes
two seaters so there are one or two bits for the spares box. Markings are provided for four aircraft, all of them in the early scheme of all over Dark Sea Grey uppers with Sky undersides, and include an option for the Royal Australian Navy. All in all a good comprehensive kit of this most attractive of fighters, and a long overdue for the out of production Trumpeter kit in this scale.
CO LO U R C O N U N D R U M
By Paul Lucas
Supermarine Spitfire Mk I, X4782, attached to the A&AEE, circa June 1941. A speculative scheme, the aircraft is finished in Dark Earth (Vallejo 71.323 Dark Earth) and Dark Green (Vallejo 71.324 Dark Green) to the upper surfaces. The undersides and spinner are in Extra Dark Ultra Blue (Vallejo 71.090 Deep Sky, which then should need lightening by about 4%) The serials are in Night
hilst some well-known aircraft camouflage colours have been widely used by the RAF there are other colours that are much less well known and appear to have seen comparatively little use. Amongst these less well known colours is Deep Sky which was developed as an under surface camouflage colour for use on aircraft flying at high altitudes during 1941 and what appears to be an even less well known variant called Deep Sky Blue whose origin, use and fate is something of a mystery.
Prelude Compared to the amount of eﬀort expended in devising camouflage colours and schemes for use on the upper surfaces of British military aircraft by the Royal Aircraft Establishment (RAE) at Farnborough between 1933 and 1939, comparatively little work was done on camouflage colours and schemes designed for the under surfaces of an aircraft. The first such colour to be devised was Night, a very dark bluegrey very often perceived as being black, which was developed in 1936. This was intended for use as a single colour for the under surfaces of the new camouflaged monoplanes, which might be exposed to
searchlights during operations over enemy territory by night. The second colour to be developed, also during 1936, was Sky Grey, which was developed specifically for the sides and under surfaces of day flying Fleet Air Arm aircraft in order to camouflage them from observation from beneath against a background of clouds. A third colour, Sky Blue, was formulated in February 1939 but was not, initially at least, intended as a camouflage colour per se. It was actually intended to mimic the light blue colour of the under surfaces of Luftwaﬀe aircraft on radio controlled target aircraft such as the Queen Wasp. Following the outbreak of war, the need for a suitable camouflage colour for application to the under surfaces of day flying RAF aircraft led to the adoption of Sky, which was thus named by the RAE in January 1940. Whilst Sky was considered suitable for altitudes of up to 10,000 ft. in the UK, Middle East Command did not like it on account of its being too light and too green for the region. As a consequence, Middle East Command developed a camouflage colour of its own known as Middle East Blue, the development of which was covered as far as is currently possible in the May 2016 issue of Scale Aircraft Modelling. This in turn led to the
development of Azure Blue with a specular reflectivity of 30%, which was given this name by the RAE in December 1940.
Origin The development of Deep Sky appears to have begun in January 1941. It is not clear from where and why the requirement for an under surface camouflage colour suitable for day flying aircraft at high altitude emerged, but perhaps the most likely possibility is that the impetus came from Bomber Command who were anticipating delivery of the pressurised Wellington B.Mk V and VI, which would be capable of operating at somewhere in the region of 40,000 ft. The earliest document directly relating to the development of Deep Sky seen by the author at the time of writing is a letter from the RAE to the Aeroplane and Armament Experimental Establishment (A&AEE) at Boscombe Down dated 22 January 1941, which stated that experimental flights were required in connection with devising a camouflage colour for the under surfaces of high altitude aircraft. The letter then went on to state that trials were to be based on Azure Blue using two variants, one being ten percent lighter and the other ten percent darker than
Vickers Wellington Mk VI, W5798, shown as delivered, circa October 1941. Finish is in Dark Earth (Vallejo 71.323 Dark Earth) and Dark Green (Vallejo 71.324 Dark Green). The undersides and fuselage sides are in Azure Blue (Vallejo 71.108 UK Azure Blue). The spinners and serials are in Night
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CO LO U R C O N U N D R U M Vickers Wellington Mk VI, W5801, operated by No. 109 Squadron, based at RAF Stradishall, Suﬀolk, circa April 1942. Finish is in overall Deep Sky (Vallejo 71.090 Deep Sky), with the spinners and serials in Night. Note that this profile is speculative based on available information
Azure Blue with observations of aircraft so painted being made at an altitude of 35,000 ft. from an aircraft at 30,000ft. This plan appears to have been modified slightly as on 18 February 1941 A&AEE was sent one gallon of 'Dark Azure Blue', which was described as being twenty five percent darker than standard and one gallon of 'Light Azure Blue', which was described as being twenty five percent lighter than standard. For the initial trials, a Mk II Hurricane, serial number Z2346, had the under surface of its starboard wing finished in the Light Azure Blue whilst the port wing was finished in the Dark Azure Blue. Z2346 was then flown to 33,000 ft. and the degree of colour match was observed from 30,000 ft. Whilst it had originally been intended to make the test at 35,000 ft. engine trouble prevented this, but even at this height, it was evident that the Dark Azure Blue would need to be made darker. On 17 May, the RAE wrote to the Ministry of Aircraft Production (MAP) enclosing a sample of the darkened version of Dark Azure Blue, which RAE referred to as 'Ultra Blue'. This had a specular reflectivity of 20%. This sample was passed to the Director of Scientific Research at the MAP the following day who, after some discussion, suggested that an even darker shade of blue would give better results than the colours tried so far. As a result, Ultra Blue does not actually appear to have been tested and on 17 June 1941, the RAE wrote to the MAP stating that two gallons of each of two darker shades, Dark Ultra Blue of 18% specular reflectance and Extra Dark Ultra Blue of 12% specular reflectance had been sent to A&AEE. The two gallons of Extra Dark Ultra Blue and two gallons of Dark Ultra Blue were to be applied to the under surfaces, including the fin and rudder and two thirds of the height of the sides of the fuselage, of two separate aircraft. Both these aircraft were to be flown at the same altitude, 40,000 ft. being suggested whilst observations were made from some 5000 ft. below.
Spitfire P7661 and these were flown in company with a third Spitfire, P8021, which was finished in a similar manner with what is described as ‘a slightly lighter shade of Blue as used in the PRU’ at an altitude of 28,000 ft. whilst being observed from 3000 ft. below above a cloud layer of 9/10 cumulus cloud that peaked at 10,000 ft. At the zenith there was found to be little diﬀerence between the Extra Dark and Dark Ultra Blue finishes, but both were found to be lighter and more vivid than the sky. The PRU shade was considerably lighter than the other two colours and was considered to be less eﬀective as camouflage. In all cases the roundels on the wing and fuselage sides were found to be very conspicuous. At 30 degrees to the zenith into the sun, the Extra Dark shade rendered that Spitfire invisible, whilst the dark shade just allowed that Spitfire to be seen. The PRU colour was clearly visible and in all cases the white segment of the roundels was very prominent. As a result of this trial, A&AEE reported that as ever, any colour adopted was bound to be a compromise. At heights of 30 and 35,000 ft. as at lower altitudes, the dome of the sky was evenly graduated from a deep blue at the zenith to a pale blue or even white close to the horizon. Above the tropopause this dilution of the blue was less marked but still present. Any particular shade of blue would therefore be a perfect match against a clear sky only at one particular angle of elevation, which might vary from one day to the next and would usually appear too light against the zenith and too dark close to the horizon.
Of the two shades of Ultra Blue, A&AEE considered that they were so similar that the diﬀerence was negligible. Between 28 and 30,000 ft. both were a fairly close match to the zenith but at 40,000 ft. the angle at which they would match was thought to have probably been between 30 and 40 degrees to the zenith. It was considered that both colours would be improved if they could be made less vivid.
A&AEE applied the Extra Dark Ultra Blue to Spitfire X4782 and Dark Ultra Blue to
The presence of clouds either above or below the aircraft altered the eﬀectiveness
of the camouflage very appreciably. High cirrus cloud, by rendering the sky lighter, had the eﬀect of making the camouflage appear to be too dark, whilst a continuous layer of cloud beneath the aircraft had the eﬀect of making it appear relatively lighter and brighter due to light being reflected upwards than was the case when no clouds were present. It was stressed that the white segment in the roundels rendered even a perfect camouflage blue completely useless as they remained conspicuous at all angles of sight. In a similar manner the direct reflection of light from the side of the fuselage or engine cowling had attracted the eye of an observer to an otherwise invisible aeroplane. As a result of this trial, A&AEE concluded that a) the colour adopted should approximate to Extra Dark Ultra Blue but should be darker; b) the surface finish should be as matt as Special Night; c) the entire fuselage surface and wing under surfaces should be treated with the camouflage blue and d) the roundels should be deleted. As a further development, a colour made from a mixture of Extra Dark Ultra Blue and Dark Green was being tested.
Deep Sky Adopted On 27 August 1941, the RAE sent a sample panel of a colour that they recommended for the camouflage of the under surfaces of high altitude aircraft based on the results of the trials carried out by A&AEE. It had a more matt finish than Type 'S' finishes and had a reflectivity of 8%. The RAE suggested the name 'Deep Sky' for this colour. A copy of the A&AEE report was forwarded to HQ Bomber Command and HQ Coastal Command on 5 September. The letter that accompanied the report pointed out that the colour then in use on PRU aircraft and Bomber Command Fortresses (the colour then known as 'Cosmic') was not as good as the Extra Dark Ultra Blue produced by the RAE and stated that additionally, a matt finish was preferable to the glossy finish of the PRU aircraft. The
MAY 2017 • VOLUME 38 • ISSUE 03
CO LO U R C O N U N D R U M de Havilland Mosquito NF.Mk XV, DZ366, operated by No. 85 Squadron, based at RAF Hunsdon, Hertfordshire, March 1943. Finish is in overall Deep Sky (Vallejo 71.090 Deep Sky), with the serials, nose cone and spinners in Night. It should be noted that there are no known photographs showing these aircraft carrying code letters and/or squadron markings
point the report raised with regard to the conspicuity of the national markings was under investigation by the RAE with a view to eliminating the undesirable features and to eﬀect a compromise whilst maintaining standardisation, which would be acceptable throughout the RAF for all aircraft. HQ Bomber and Coastal Command were requested to state whether they wished to undertake operational trials of the new colour or whether they were prepared to accept the colour recommended by the RAE and wished that arrangements be made to finish all high altitude aircraft with the new colour on the strength of the RAE recommendations. On receipt of this question, HQ Bomber Command decided to accept Deep Sky without further trials, whilst HQ Coastal Command decided that they were quite satisfied with 'Cosmic'. Following these decisions, both Deep Sky and Cosmic, now renamed PRU Blue, were provisioned for the RAF Vocabulary of Stores Section 33B with the reference numbers 33B/493 for a five gallon container of cellulose Deep Sky to DTD 83A and 33B/494 for PRU Blue to the same container size and specification.
Intended Use An internal MAP memo dated 3 October 1941 stated that arrangements had been made to supply the new under surface colour, named Deep Sky for use on Fortresses where it was to be applied to Pattern No.2 including the sides of the fin and rudder. An enquiry as to whether the same scheme held true for aircraft of the PRU, which were now to be finished in PRU Blue, drew the response that the PRU were permitted a certain degree of licence in how their aircraft were painted but that No.2 Pattern (Day) was required on the Wellington Mk V and VI. As mentioned previously, it seems likely that the development of Deep Sky was a response to a pending operational requirement for high altitude camouflage for day flying Bomber Command aircraft such as the Wellington Mk V and VI. A high flying version of the Wellington had been proposed in 1938 and the first high altitude
Wellington, R3298, powered by Hercules engines and designated the Mk V, made its first flight during the summer of 1940. When development problems delayed the introduction of the Hercules VIII engine, interest switched to a Merlin powered version, which was designated the Wellington Mk VI. The first of these, W7595 made its first flight during 1941 and the first production Wellington VIs in the serial number range W5797 – W5815 commenced delivery in October 1941, just as Deep Sky was adopted. Given that it seems to have taken about six months to put a new colour such as Deep Sky into production, it seems unlikely that the Wellington VIs received this colour on the production line. Photographs tend to show that whilst the Wellington VI was finished to Pattern No.2, the under surface colour appears to be a very light tone. Whether this is the result of the type of film used or some other aspect of the photographic reproduction process is unknown, but it might be the case that Wellington VIs were actually finished with Sky Blue or Azure Blue under surfaces on the production line. Two examples, W5801 and W5802 were delivered to 109 Squadron at Stradishall in March 1942. According to MJF Bowyer, at some point between March and July 1942, both of these aircraft were finished in Deep Sky overall and carried Red and Blue National marking Is in all four positions, though photographic proof of this is wanting. The suggestion that the original Temperate Land Scheme upper surface finish was replaced on some other high altitude Wellingtons by a 'grey and green' finish of some description cannot be confirmed but seems plausible. Deep Sky is also known to have been applied to high altitude Mosquito NF XVs. It is thought that MP469, the first interim high altitude Mosquito Fighter was finished with Deep Sky under surfaces as part of Operation Windgap at Northolt in September 1942. With regard to the production Mosquito XVs, on 11 November 1942, the Resident Technical Oﬃcer at deHavillands wrote to the RAE at Farnborough requesting a quantity of Deep Sky Type 'S' as it was understood that the
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RAE would be able to supply an initial quantity of this material with the balance of the requirement being obtained from an RAF Maintenance Unit. The Mosquito MK XV's overall Deep Sky finish was notified to all concerned by Postagram on 26 March 1943 and the type served with a Flight of 85 Squadron in this scheme. Both these aircraft types carried National marking Is, which consisted of Red and Blue only, thus eliminating the Yellow and White segments as suggested by the A&AEE trials. The saga of the camouflage schemes applied to the Boeing Fortress Is of 90 Squadron during the summer and autumn of 1941 is too long to go to in any detail here. Suﬃce to say that there appears to have been a progression of under surface colours applied, Sky to Pattern No.1, Sky Blue to Pattern No.2 and Cosmic/PRU Blue to Pattern No.2, which was the colour being used at the end of September 1941 when Deep Sky was adopted. At the time of writing, there is no available evidence to suggest that Deep Sky was ever applied to any operational Fortress I of 90 Squadron. It does seem to be the case however that Bomber Command expected to receive both B-17E Flying Fortress IIs and B-24D Liberator IIIs during 1942 ordered under Lend-Lease finished in a camouflage scheme suitable for the high altitude day bomber role with either Deep Sky, or Deep Sky Blue on the under surfaces. Instructions as to the camouflage schemes to be applied to aircraft being built for Britain in the United States were passed to the manufacturers from the MAP via the British Air Commission (BAC) in Washington DC. This is illustrated by BRINY 11135 dated 24 November 1941 from the BAC to the MAP. It read Refer your letter Ra.2501/DANA2/JKS dated 6 October, 1941. High altitude camouflage. Do you require deep sky colour to be applied to under surfaces of Lightning II and Liberator III aircraft as for Fortress? These are both turbosupercharged aircraft’. From this it can be inferred that the BAC were notified that Deep Sky was required for Fortresses on 6 October 1941. The BAC would therefore presumably have informed
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Consolidated B-24D Liberator, 41-11616, Arkansas Traveller, operated by the Halverston Detachment, Halpro 14 Fayid, Egypt, June 1942. Based on available photographic reference, the finish is in Dark Olive Drab (Vallejo 71.316 N41 Dark Olive Drab) with the undersides in Deep Sky (Vallejo 71.090 Deep Sky). Codes and serials are believed to be in White and Yellow. Note the painted out fin flash and U.S. ARMY titles underwing. Although the aircraft was named Arkansas Traveller, no evidence of the name being carried on the nose could be found from the photographs used for reference. Rather than provide possible erroneous information, it has been left oﬀ
Boeing shortly thereafter. Such a letter would fit exactly with the chronology of the development of Deep Sky as described previously. Unfortunately, the reply to BRINY 11135 has not come to light at the time of writing but was apparently aﬃrmative with regard to the Liberator III. Whether Deep Sky was also required for the under surfaces of the Lightning II is currently unknown.
Deep Sky Blue Mystery The documentary trail, which has allowed the preceding interpretation of the development of Deep Sky to be complied, is very clear. Work on developing an under surface camouflage colour for use on an aircraft flying at high altitude started in January 1941 and resulted in a colour named Deep Sky being developed by August 1941. Along the way, the RAE used a number of names to describe the trial colours such as Dark Azure Blue and Extra Dark Ultra Blue. The RAE letter dated 27 August 1941 referred to above in which the name 'Deep Sky' was suggested to the MAP is the earliest reference found to this name by the author and BRINY 1135 suggests the point at which the US aircraft industry was made aware of the requirement for Deep Sky to be applied to the under surfaces of the Fortress II as being 6 October 1941. Given that this is the case, how is Boeing able to cite 'Deep Sky Blue Fullers TL-8997 on a British Fortress camouflage diagram dated 2 July 1941? This date is over a month before the name 'Deep Sky' was apparently coined in the UK and three months before
Boeing are thought to have been informed that Deep Sky was required for the Fortress IIs on order for the RAF. In addition to this, nowhere in any of the British documentation seen by the author does the term 'Deep Sky Blue' arise, either during 1941 or at any other time. Whilst DuPont is probably the best known aircraft paint manufacturer to have had its products applied to aircraft being built for Britain in the United States, there were also several others and 'Fullers' was a reference to WB Fuller, one of the United States' largest paint manufacturers who were apparently supplying Boeing at Seattle with aircraft finishing materials. 'TL8997' is thought to have been the stock code number for the blue finish that was shown as being applied to the under surfaces to Pattern No.2. The upper surfaces were shown as being Dark Earth Fullers TL8713 and Dark Green Fullers TL-8714. That Boeing did complete a number of B-17Es in this camouflage scheme can be seen in a number of photographs, including the wellknown colour photograph of B-17E 41-9141, and a few Fortress IIs do appear to have been delivered to Britain in this scheme during 1942. In the light of the available evidence that has been outlined above with regard to the development of Deep Sky, for several years the author was of the opinion that the 'Deep Sky Blue' quoted on this diagram was either a colloquialism or muddled nomenclature. More recently however, a DuPont paint list from circa 1942 has come to light that not only lists all the well-known
shades of blue along with their stock code numbers such as Sky Blue 71-061, Azure Blue 71-062, Light Mediterranean Blue 71063, Dark Mediterranean Blue 71-064, PRU Blue 71-066 and Deep Sky 71-052, but also a separate colour with its own stock code number called Deep Sky Blue 71-065. This establishes Deep Sky Blue as a colour in its own right. In addition to this, Consolidated is said to have used the nomenclature 'Deep Sky Blue' on a camouflage diagram for British Liberator IIIs, which calls for the under surfaces to be 'Deep Sky Blue'. Both Dana Bell and Allan G. Blue have apparently seen this diagram, and have stated that the upper surfaces were to be finished in Dark Olive Drab 71-028 whilst the under surfaces were to be ‘Deep Sky Blue 71-052’ to Pattern No.1 though neither have stated its date. As can be seen from the DuPont stock code number however, 71-052 actually identifies the colour to be used on the Liberator III as Deep Sky. It is thought that twenty or so Liberators were delivered to the USAAF in the Dark Olive Drab and Deep Sky scheme where they were used by the Halverson Detachment in the Middle East, apparently being known as 'Blue Bellies' on account of the atypical colour of their under surfaces by USAAF standards. The Deep Sky Blue conundrum therefore has a number of facets. Where did Deep Sky Blue originate, when did it originate, why did it originate and why is so little known about it today? These questions will be examined in the next issue.
MAY 2017 • VOLUME 38 • ISSUE 03
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Heritage and Helicopters The Royal Navy at RNAS Yeovilton International Air Day 2016 By Ray Ball
Fairy Swordfish 1 in the markings of W5856/4A of 820 NAS, representing one of the Swordfish that attacked the German Battleship Bismarck in May 1941
he Air Days at Royal Naval Air Station Yeovilton are not what they used to be, with the Fleet Air Arm reduced in size and in the number of aircraft types it operates. However the future bodes well with the introduction of new aircraft and the commissioning of the two new aircraft carriers into the Royal Navy, with their Lockheed Martin F-35B fighters. Although there are fewer aircraft types, the quality and variety of aircraft participating in the air show has not diminished and the show finale was developed to be as spectacular as ever. With so much going on, this first report will concentrate on the Royal Navy’s participation, with the international part appearing later. The air show continues to show the historical significance of the Fleet Air Arm and this year the Fly Navy Heritage Trust has launched Navy Wings to acknowledge naval aviation’s immense contribution and to inspire future generations through displaying their flying historic naval aircraft (see last month’s SAM). The aim is to bring together the aircraft, people and story of flying from ships at sea and to explain the challenges, achievements and bravery inherent in naval aviation.
The Historical Pride of place at the Air Day went to the Royal Navy’s Historic Flight, Fairy Swordfish 1 in the markings of W5856/4A of 820 NAS. This represents one of the Swordfish operated from HMS Ark Royal in May 1941 that attacked the German Battleship Bismarck. The Swordfish is kept in immaculate condition, in a fair representation of the period camouflage colours of Extra Dark Sea Grey and Dark Slate Grey on the upper surfaces and Sky Grey undersides. Keeping with the historic tributes, Air Leasing sent their lovely Supermarine Seafire LFIII, PP972 which was built by Westland in September 1944. After years in an aviation museum, it was moved back to the UK and restored to flying condition in June 2015. It looks amazing in its new colours and markings of an 880 Squadron Seafire LFIII as flown by Cmdr. Mike Crosley on HMS Implacable during 1945. From the Fighter Collection at Duxford came a Vought Corsair FG-1D produced by Goodyear. The aircraft gave a lively display and fitted into the historic theme of the day, being in the colours and markings of a Corsair of 1850 NAS embarked on HMS Vengeance of the British Pacific Fleet in 1945. Representing the jet age of naval aviation was
Vought Corsair FG-1D, from the Fighter Collection at Duxford in the colours and markings of a Corsair of 1850 NAS embarked on HMS Vengeance of the British Pacific Fleet in 1945
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the world’s only flying DH Sea Vixen FAW2. The Sea Vixen first entered Fleet Air Arm service as the FAW1 in 1959. This large all weather twin tail boom fighter emerged from the DH.110 prototypes, one of which was involved in a tragic accident at Farnborough in 1952. Design changes saw the aircraft evolve into a potent high performance fighter, meeting the Royal Navy’s need for a Sea Venom replacement and 892 Squadron was the first to be commissioned with the Sea Vixen at Yeovilton in July 1959. The Sea Vixen FAW2 made its maiden flight in 1962 and entered service with frontline squadrons in 1964. A total of twenty nine FAW.2s were newly built, whilst sixty seven FAW.1s were converted and upgraded to the new FAW.2 standard. Sea Vixen FAW2s began to be phased out of service during 1972. It is great to see Sea Vixen XP 924 being put through her display, but she is no stranger to Yeovilton, being delivered to 899 Squadron here in 18th December 1963. Since then it has spent time with the Royal Aircraft Establishment and then with Flight Refuelling, including conversion to a Drone, with a red and yellow paint scheme. In February 1996 she was back with de Havilland Aviation, restored and given the civilian registration G-CVIX from which she is now
Air Leasing’s lovely Supermarine Seafire LFIII, PP972, looks amazing in the colours and markings of the 880 Squadron Seafire LFIII flown by Cmdr. Mike Crosley from HMS Implacable during 1945
known as Foxy Lady. After a period of display flying in the colours of her Red Bull sponsors, XP924 was kindly presented to Naval Aviation Ltd in September 2014 and is now based at Yeovilton, back in her Royal Navy colours and in the markings of 899 Squadron. The air show aircraft in the static park included an example of the Sea Vixen’s replacement the McDonnell Douglas F-4K Phantom. Originally 143 Phantoms were ordered for the Royal Navy, but rising costs and defence cuts reduced this to fifty, with an option for a further seven. Two front line squadrons were to form, one each for the aircraft carriers HMS Ark Royal and HMS Eagle. The remaining aircraft would be allocated to a new training squadron, with some aircraft held in reserve. In January 1969, 767 Naval Air Squadron was commissioned at RNAS Yeovilton as the FAA's training squadron. HMS Ark Royal underwent a major three year refit programme to operate the Phantom, but changes in defence policy and budgets led to HMS Eagle being decommissioned leaving Ark Royal to be the only Phantom operator. As a consequence, FAA's Phantom fleet was reduced to just twenty eight aircraft. The remaining aircraft were allocated to the Royal Air Force and the option for the seven additional Phantoms was cancelled. In March 1969, 892 Naval Air
Squadron was reformed and the following year embarked on Ark Royal as part of her air group with a total of twelve aircraft. In preparation, the squadron had earlier embarked for training with the US aircraft carrier USS Saratoga in the Mediterranean, and had undertaken air defence missions alongside the ship's own Phantom F-4Js. The Phantom served the Fleet Air Arm until 1978, when Ark Royal was finally withdrawn from service. The final catapult launch of a Phantom, XT870/012, took place on 27th November 1978 and the following month 892 Squadron was disbanded. The Squadron's aircraft were delivered to RAF St Athan in Wales, where they were handed over to the RAF eventually reequipping 111 Squadron. During the Phantom’s ten years of service with the Royal Navy, ten of the fleet of twenty eight were lost in crashes. It had served the Royal Navy well with one of the Phantoms winning the Daily Mail Trans-Atlantic Air Race in May 1969, when Lt Cdr Brian Davies, and Lt Cdr Peter Goddard set a record for flight time from New York to London of four hours, forty six minutes and fifty seven seconds.
Sea Vixen XP 924 being put through her display. Known as Foxy Lady she is based at RNAS Yeovilton, in the Royal Navy colours and markings of 899 Squadron
Sadly missing this year was Sea Hawk FGA.6 WV908, which is always a graceful aircraft to see. It has been with the Royal Navy Historic Flight since 1982 and it is hoped she will be returned to flight in the near future
One favourite Heritage Trust aircraft was sadly missing this year, Sea Hawk FGA.6 WV908, which is always a graceful aircraft to see, once it emerges from the thick Westland Wasp HAS1, a type which served with the Royal Navy from 1964 to 1988. Wasp XT787 is in the colour markings of 829 Squadron as they were during the Falklands Conflict in 1982
Unfortunately heavily barriered and in a poor position for photography, was Phantom FG1 XV586 in the markings of 010 of 892 Squadron when embarked on HMS Ark Royal during 1978. This aircraft represented the historical significance of the Phantom in Royal Navy service
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The Westland Sea King HC.Mk 4, usually just referred to as Commando were to prove their worth transporting troops and equipment in the Falklands Conflict in 1982. Sadly they were finally retired in March 2016
The Sea King HAS Mk.5 was specifically introduced for search and rescue missions in April 1988 and became a common sight around the coasts of South West England and the West coast of Scotland. They were retired in early 2016 black smoke of the engine cartridge start. This particular Sea Hawk was built at Baginton, Coventry in 1954 and after a full operational career embarked on carriers at sea and with NAS Shore Establishments, joined the Royal Navy Historic Flight in 1982. The aircraft is currently in storage, but it is hoped that resources will be available to return her to flight in the near future.
The Westland Sea King HC.Mk 4, usually just referred to as Commando were to prove their worth transporting troops and equipment in the Falklands Conflict in 1982. Sadly they were finally retired in March 2016
Aérospatiale AS350 Squirrel HT1 operated by 705 Squadron NAS who are now part of the Defence Helicopter Flying School based at RAF Shawbury in Shropshire
Helicopter pilot training was undertaken by 705 Squadron NAS, which for many years operated the Gazelle HT2 at RNAS Culdrose. Fortunately, private operators such as the Gazelle Squadron, continue to display the helicopter at Air Shows today
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On the rotary wing side, also on static display was a Westland Wasp HAS1, a type that served with the Royal Navy from 1964 to 1988. Wasp XT787 is also part of the Fly Navy Heritage Trust and is in the colour markings of 829 Squadron as they were during the Falklands Conflict in 1982. With its four long spindly undercarriage legs and exposed Rolls-Royce Nimbus engine, it does not look particularly attractive, but it was certainly eﬀective in its role. Helicopter pilot training was undertaken by 705 Squadron NAS, which for many years operated the Gazelle HT2 basic training helicopter at RNAS Culdrose. The Squadron also formed a Display Team called The Sharks which continued until 1996 when the Gazelle HT2 was retired from Naval Service. Fortunately several of these nimble helicopters have been acquired by private operators, such as the Gazelle Squadron, which continues to display the helicopter at Air Shows today. It seems strange to regard the Westland Sea King as an historic aircraft, yet 2016 was to be the year that this venerable, workhorse of a helicopter was to finally leave Royal Navy service. Originally procured in 1966, Westland secured an agreement with Sikorsky to build their SH-3D Sea King under licence at their factory in Yeovil, Somerset. Altogether, sixty machines were
required for the Royal Navy in the antisubmarine role and were given the designation Sea King HAS.Mk.1. The first to be completed flew on 7th May 1969 at Yeovil and the first two helicopters were used for trials and evaluation by Westland and the Aeroplane and Armament Experimental Establishment at Boscombe Down. Deliveries of the Sea King to the Royal Navy's 700 Naval Air Squadron began in July 1969. Over the years the type was developed and upgraded with the eventual Sea King HAS.Mk.6, which first flew in 1987, being the latest version of the antisubmarine variant to enter service. Their withdrawal from service started in 2004 and they were replaced by the Augusta-Westland Merlin HM2. In 1979 the Royal Navy was looking to replace the Wessex helicopters used in the trooping transport role. Following a requirement from Egypt for a transport version of the Sea King called a Commando, Westland were able to respond with a version for the Royal Navy. Early Sea King HAS.Mk.2s were stripped of their antisubmarine equipment, the side sponsons were removed and the cabin interior lengthened to accommodate up to twenty eight troops. These new helicopters were designated Sea King HC.Mk.4, but more usually just referred to as Commando. They were to prove their worth transporting troops and equipment in the Falklands Conflict in 1982. Sadly they were finally retired in March 2016 and replaced by the Augusta-Westland Merlin
HC3/3A transferred from the RAF. These are regarded as an interim type pending an upgrade to Merlin HC4/4A standard
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The Augusta-Westland Wildcat HMA2. These maritime attack helicopters have been operated by 825 Squadron NAS since October 2014 and are the latest multi role helicopter specifically procured to operate from the frigates and destroyers of the Royal Navy The sight of the distinctive red and grey rescue Sea Kings has been common round the coast of the South West England and the west coast of Scotland for many years, but that too ended earlier in 2016. The introduction of the Sea King HAS Mk.5 specifically for search and rescue missions in April 1988 was major shift in capability for RN SAR service, over their previous Wessex helicopters. The Sea King HAS.5s had been stripped of their antisubmarine equipment and fitted with extra fuel tanks for long range rescue missions. Internally they were fitted with specialist rescue equipment, medical equipment, stretcher provision and increased seating. SAR coverage was provided from RNAS Culdrose (HMS Seahawk) and RNAS Prestwick (HMS Gannet). In 2015 Bristow Helicopters were awarded a contract to operate a civilian search and rescue (SAR) helicopter service for the UK on behalf of Her Majesty's Coastguard ending the involvement of the RN and RAF in SAR service.
The Modern The RNAS of today did play a major part in the air show, showing oﬀ new aircraft types, but also paying tribute to the Westland Lynx, scheduled to leave the service early in 2017. Having first entered service in 1976 with 700 Squadron RNAS at Yeovilton, 2016 marked forty years of unbroken and sterling operational service by the Lynx, with many variants and roles over the years. It has performed well on combat missions
The Sea King’s antisubmarine role was taken over by the Augusta-Westland Merlin HM1, entering service with the Royal Navy in June 2000. This Merlin HM2 is one of thirty that have gone through an upgrade programme in the Falklands, the Gulf Wars and over Afghanistan. From 2001 to 2015 two Lynx helicopters have also thrilled crowds with a show of versatility and close formation flying as the Black Cats Display Team. The latest variant, the Lynx HMA.8, first entered service in the late 1990s and the 2016 air show was its last public display as it retires from service and is replaced by the Augusta-Westland Wildcat HMA.2. Helicopter training is still provided by 705 Squadron NAS today, who are now part of the Defence Helicopter Flying School based at RAF Shawbury in Shropshire. The School operates the Aérospatiale AS350 Squirrel HT1, which was introduced from 1997 onwards as a replacement for the Gazelle. These helicopters are painted in the standard training colours of gloss black, with the engine and rotor head housing on top of the fuselage being painted yellow. An example was on display at the air show. The newer aircraft types in Royal Naval Air Service were also displayed to the full as the Royal Navy was keen to demonstrate their current commitment and capability. Amongst these was the latest multirole helicopter specifically procured to operate from the frigates and destroyers of the Royal Navy, the Augusta-Westland Wildcat HMA.2. These maritime attack helicopters have been operated by 825 Squadron NAS since October 2014 when they took over from 700W (Wildcat) Squadron
To replace the Sea King HC4 Commando, the RAF’s fleet of Merlin HC3s and HC3As were transferred to the RN’s Commando Helicopter Force. The transfer was completed in 2016 with the Merlins moving from RAF Benson to RNAS Yeovilton
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BAe Hawk T1 of 736 Squadron NAS, the Fleet Air Arm’s Maritime Aggressor Squadron based at RNAS Culdrose
The Merlin carries an impressive antimissile protection suite including selfdefence flares demonstrated at the Air Show
they took over from 700W (Wildcat) Squadron NAS, who were tasked with introducing the new helicopter’s entry into service with the Royal Navy and Royal Marines. Whilst looking similar to the Westland Lynx, the Wildcat capability is said to be two generations above the Lynx, with its new radar and electro optical equipment, vastly improving its target detection and identification ability. It looks a purposeful machine and although said to be not as agile as the Lynx, puts up a sprightly display. The Sea King’s antisubmarine role was taken over by the AugustaWestland Merlin HM.1, entering service with the Royal Navy in June 2000 and eventually equipping four Fleet Air Arm Squadrons, 814 NAS, 820 NAS, 824 NAS and 829 NAS, all based at RNAS Culdrose. From there the Merlins are deployed to Royal Navy ships at sea and have seen active service over Iraq and the Persian Gulf. The Merlin HM.1 was cleared to operate from the Royal Navy's aircraft carriers, amphibious assault ships, the Duke Class Type 23 frigates and Royal Fleet Auxiliary (RFA) vessels. Lockheed Martin UK have completed an upgrade programme to bring thirty Merlin helicopters up to Merlin HM.2 standard, with improved avionics, instrumentation, an electro optical camera and greater weapons delivery capabilities. These Merlin’s look powerful and very impressive
and will also serve aboard the Royal Navy’s new Daring Class Type 45 Destroyers, and when completed the Queen Elizabeth class aircraft carriers. To replace the Sea King HC4 Commando, in December 2009 plans were announced to transfer RAF Merlin HC.3s and HC.3As to the Commando Helicopter Force. The transfer was completed in 2016 with the Merlins moving from RAF Benson to RNAS Yeovilton. To equip the Merlins for their new amphibious assault role and life at sea, a Merlin Life Sustainment Programme has started, which will see twenty five HC.3/3A airframes fitted with the cockpit instrumentation of the HM.2 and structural changes made including a folding tail, folding rotor blades, strengthened landing gear and deck lashing mounts. This fully navalised and improved capability Commando helicopter will be designated the Merlin HC4 and is planned to start trials during 2017. Fixed wing aircraft still play a role in today’s Royal Navy. Having seen the Spitfire and Corsair display, when I saw that there was an Avenger on the programme, I thought we were in for another Warbird treat from the past as the Grumman Avenger had served the Royal Navy from 1943 till the mid 1950s. However it was not to be as the Beech 350ER Avenger T.1 is one of the newer aircraft types to enter naval service. This is a special version of the Beech King Air,
carrying advanced electronic equipment and operated by 750 Naval Air Squadron at Culdrose. Four Avengers are provided under a contract with a civilian company, Ascent Flight Training, and form part of the wider UK Military Flying Training System. There are a mixture of military and civilian instructors and maintenance engineers. The Squadron’s main function is the training of Fleet Air Arm observers, but it also carries out the training of Weapons and Surveillance Systems Operators for the Royal Air Force. The training of Fleet Air Arm pilots is undertaken jointly with Royal Air Force students, with advanced training undertaken on the Hawk T.2s at RAF Valley. However 736 Squadron NAS, the Fleet Air Arm’s Maritime Aggressor Squadron based at RNAS Culdrose is still equipped with fourteen Hawk T1s. The squadron was recommissioned in 2013 when it took over the missions previously undertaken by the Fleet Requirements and Air Direction Unit (FRADU). Like the Hawks in the training role, 736 Squadron Hawks are painted overall gloss black. Although not part of the 2016 Air Show, the Lockheed Martin F35B Lightning II will be a highlight of future air shows. The UK has so far taken delivery of three F-35B aircraft for training and testing and ordered four production aircraft. The first Royal Navy Pilot to fly the F-35 was Lt Cdr Ian Tidball RN
whose first flight was on 10th April 2013. According to Lockheed Martin, ‘The F-35B will provide UK Defence with a fifth generation, (low observable, supersonic, enhanced data fusion), multirole, all weather, day and night aircraft that will have the ability to operate from land bases as well as the Queen Elizabeth Class aircraft carriers, the first of which is due to accept Lightning II onto her deck in 2018.’ The first naval squadron will be 809 NAS which will be based at RAF Marham alongside 617 Squadron, the first Royal Air Force Lightning II operator. For air show visitors, the F-35B Lightning II is the shape of things to come. Many people seem to leave air shows carrying model kits, and whether this is young children with starter packs or adults inspired to build a model of a display aircraft, it is good for our hobby. For experienced modellers, air shows allow us to also become inspired and to get up close to see the detail we like. Thank you RNAS Yeovilton Air Day.
Acknowledgements For their kind assistance, Ray Ball and Mike Verier express our thanks to Tracey Clempson, Public Relations Oﬃcer, Sue Eagles, Communications Director and Christine Clancey of AHA Events Air Day Oﬃce.
The Beech 350ER Avenger T1 is one of the newer aircraft types to enter naval service. This is a special version of the Beech King Air, carrying advanced electronic equipment and operated by 750 Naval Air Squadron at Culdrose
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Brigade Models conversion using the recent Airfix Meteor F.8 By Bill Newton
The Airfix 1/48 Meteor F.8 modified into the Prone Pilot Position Meteor, WK935, using the Brigade Models resin conversion kit
Kit No: 48002 Scale: 1/48 Type: Resin Conversion Manufacturer: Brigade Models Hannants
The Airfix kit's cockpit assembled and showing all mating surfaces cleaned prior to fitting in the fuselage
The Brigade Models' resin nose section attached. Part D3 can be seen in position
aving built the Airfix 1/48 Meteor more or less out of the box as a straight F.8, this conversion provides a very diﬀerent looking model with an interesting story. The building and testing flying of the Prone Position Meteor was undertaken by Armstrong Whitworth at their facility at Baginton, Warwickshire as part of research for the development of the Bristol Type 185 rocket powered delta, which was to have the pilot in the prone position. Using a standard Meteor F.8 airframe, WK935, a new nose section accommodating the prone cockpit was attached at the nose wheel bulkhead. A couch for the pilot inclined at thirty degrees was fitted, as well as duplicates of all the controls. In the event this did not prove to be a very satisfactory arrangement, as the pilot had limited visibility and diﬃculty in reaching the various controls. The aircraft first flew on 10th February 1955, and subsequently flew another ninety nine sorties amassing a total of fifty five flying hours. It was finally put into store when the Bristol 185 project was cancelled and it may now be seen in the Experimental Section of the RAF Museum at Cosford. The Brigade Models conversion certainly produces a very diﬀerent looking Meteor, but requires care with aligning the new nose and replacement fin and rudder. My conversion set may have been an initial production sample, and I spent some time ensuring that all the small air bubbles in the resin were filled. Subsequent conversion sets may not have this problem.
The first job was to assemble the cockpit and wings of the Airfix Meteor F.8 as per the kit. There have been several articles and reviews of this Meteor kit claiming some diﬃculty in assembly and areas of poor fit. I did not find any problems, but did ensure that all the mould seam lines were removed and the mating surfaces were clean and free of any paint, and checked each part for a snug fit before committing the glue. As mentioned the Brigade Models’ resin nose section required careful positioning and blending in to the Airfix kit’s forward fuselage. Fitting all the Airfix kit’s nose wheel undercarriage structure isn’t possible, so only the lower part of D3 is used, leaving this and the nose wheel to be attached after airframe painting is complete. Fitting the downward clear view panel was quite tricky and needed a lot of care to get a satisfactory finish. The pilot’s couch, controls, instrument panel and the vacform canopy were all good fits. The Airfix kit’s rear fuselage and tail section was cut at the panel line indicated in the Brigade Models’ instructions and the new resin rear fuselage and tail fin fitted, again taking great care to align the two parts while ensuring the fin remained vertical.
Colour Scheme Having decided to finish the model as it looked on its first flight on 10th February 1955, I
Overall view of the finished model of WK935 as it is thought to have looked on its first flight
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Brigade Models' resin tail section attached
Down view window glazing fitted
Photo of the real aircraft identifying the diﬀerent finishes on the airframe
Nose section masked to over spray the eﬀect of hand built aluminium structure
spent some time looking at all the photos of the aircraft on this date. I have included a diagram showing what I consider to be the most likely finish for this first flight. As can be seen, WK935 appears to have been finished in the original Day Fighter Scheme of Dark Green/Dark Sea Grey upper surfaces with High Speed Silver undersides, except for the nacelles’ larger intake fronts and the new exhaust eﬄux pipes. The cannon breach access panels under the cockpit also appear to have been replaced with either slightly weathered natural metal or primer finished examples. For some reason a new entire rear fuselage including the fin and rudder was fitted. Some references suggest that it was fitted with the later NF.12 fin, but on closer inspection it would appear to be a standard F.8 fin unit with additional fillets in shiny natural metal/aluminium added to the leading edges, just above and below the tailplane bullet, which covered part of the fin flash, and give the impression of an NF.12 fin. The new hand built prone pilot nose section had not been overpainted at this stage and displayed all the construction details, panels and riveting.
Underside view of finished model
A What If Postscript During the refurbishment of a workshop at a school quite close to Baginton, some panels were removed from the walls revealing a large painting of the Prone Pilot Position Meteor finished in what appears to be a blue and silver scheme. The school is close enough to the airfield for the PPP Meteor to have been seen, both flying and on the ground, so was this just a flight of fancy or were there actual plans to paint the aircraft in this scheme for some display?
References Gloster Meteor Tony Buttler, Warpaint Series No 22 The Gloster Meteor Edward Shacklady, Macdonald Meteor, Britain’s First Jet Powered Cold War Warrior Aeroplane Icons The Gloster & A W Meteor Modellers Datafile 8, Richard Franks and Richard Caruana
Painting of the PPP Meteor found during building work, on the wall of the old art room of a school close to Baginton Airfield. It measured about four foot (100cm) long and had been painted with tempera, the old school powder paint. It must have been done contemporary with the flights of the aircraft as the wall had been covered with pin boarding in the mid 1950s
MAY 2017 • VOLUME 39 • ISSUE 03
Boss Wurger Focke-Wulf Fw190 V18 By Ian Day
Kit No: 81747 Scale: 1/48 Type: Injection Moulded Plastic Manufacturer: HobbyBoss Creative Models/Squadron The Fw 190A started flying operationally over France in August 1941 and quickly proved superior in all but turn radius to the Royal Air Force's main front-line fighter, the Spitfire Mk V, especially at low and medium altitudes. The Fw 190A series performance decreased at high altitudes 6,000m (20,000ft) and above, which reduced its eﬀectiveness as a high altitude interceptor. There had been ongoing eﬀorts to address this with a turbo supercharged BMW 801 in the B model, the long nosed C model with eﬀorts to turbo charge its Daimler-Benz DB 603. Problems with the turbocharger installations on the C sub types meant only the D model would see service and that equipped with a liquid cooled inline engine, entering service in September 1944. This addition to the HobbyBoss range of Fw 190s gives the modeller a chance to add a rare example of this World War II fighter to their collection. The kit comprises some sixty eight parts in grey plastic and two clear parts for the canopy. The clear parts are packaged separately, wrapped in foam and are therefore well protected against scratches and the like. Full marks to HobbyBoss for that. Being a prototype there are no armament options and only one colour scheme. Nevertheless an RLM grey and natural metal scheme are unusual enough to warrant a closer look by casual observers if the model goes on display. Construction commences with the cockpit, mandatory in most kits these days, and the eleven parts are well detailed and benefit from a good dry brush with lighter colours to pick out the details. No seat belts or pilot figure are supplied, so brass or other materials will be needed if these are to be added. As this is a review kit I have kept to the parts supplied and not added any extras. Stage two involves construction of the firewall on the engine side. Although a complete engine is not supplied, certain features can be seen through the undercarriage bay when the gear is lowered. Again these will benefit from a good dry brush and or wash to pick out the details. Stage three covers construction of the tailwheel, which is a bit on the fiddly side so be careful with clean-up and assembly. It's also very delicate and I wiped the thing out more than once. Then comes the fuselage assembly. Why
HobbyBoss decided to supply a separate engine cowl is a mystery. You don't get an engine in the kit! The fit is problematic and it needs a touch of filler to eliminate the gaps. The underside cowl fits without problems. Putting the fuselage together is reasonably straight forward as both the engine firewall and cockpit section have positive and firm location slots.
and the exhaust pipes completed the painting.
I ignored the section on the main gear legs as this could be assembled near the end of the build.
Construction commences with the cockpit, mandatory in most kits these days, and the eleven parts are well detailed and benefit from a good dry brush with lighter colours to pick out the details. No seat belts or pilot figure are supplied, so brass or other materials will be needed if these are to be added. As this is a review kit I have kept to the parts supplied and not added any extras.
Step seven then concerns the detailing of the undercarriage bay. The slots for the spars are far too small and will need opening with a sharp knife. Clamp the wheel well section to the underwing part until the cement has dried, checking the fit as you do so. In step eight the flaps are shown as being fitted in the up position. If this is your preference, sand down the ribs on the wing parts or the flaps will not fit flush. The ailerons will need the hinge/mounts sanding down or they will stand proud once the ailerons are fitted. The lower wing section is now added to the fuselage and I found the fuselage a tad too wide toward the rear of the wing root. Some scraping and sanding is required at this point. I also deviated from the instructions by adding the top wing sections here to improve the fuselage wing join. Even so a touch of filler was required to blend them in properly. The underside air scoop was easy to assemble though take care to remove the sprue nubs completely or this will adversely aﬀect the fit on the fuselage underside. A touch of filler was needed here also to eliminate the gaps. The underside radiator needs some sanding to eliminate the join line though the inserts fit very well. The cowling needs the mounting hole opening out as it if far too small to fit onto its mount. No problems were found with the prop and spinner, just some cleaning up of some minor flash. Now add the tailplanes and cowling and the model is ready for primer.
For the FW190 fan this is a welcome addition to the collection. Previous versions were limited run and fairly expensive. Small niggles with flash and the poor fit of the cowling mar an otherwise good kit.
Stage two involves construction of the firewall on the engine side. Although a complete engine is not supplied, certain features can be seen through the undercarriage bay when the gear is lowered. Again these will benefit from a good dry brush and or wash to pick out the details. Stage three covers construction of the tailwheel, which is a bit on the fiddly side so be careful with clean-up and assembly. It's also very delicate and I wiped the thing out more than once. Then comes the fuselage assembly. Why HobbyBoss decided to supply a separate engine cowl is a mystery. You don't get an engine in the kit! The fit is problematic and it needs a touch of filler to eliminate the gaps. The underside cowl fits without problems. Putting the fuselage together is reasonably straight forward as both the engine firewall and cockpit section have positive and firm location slots. I ignored the section on the main gear legs as this could be assembled near the end of the build.
I would recommend painting the fuselage first and adding the undercarriage and exhaust pipes after. These would otherwise just get in the way of masking.
Step seven then concerns the detailing of the undercarriage bay. The slots for the spars are far too small and will need opening with a sharp knife. Clamp the wheel well section to the underwing part until the cement has dried, checking the fit as you do so. In step eight the flaps are shown as being fitted in the up position. If this is your preference, sand down the ribs on the wing parts or the flaps will not fit flush.
I used Halfords auto primer first, followed by Revell aluminium and the final coat of Tamiya's RLM 02 grey. Black washes on the radiator faces
The ailerons will need the hinge/mounts sanding down or they will stand proud once the ailerons are fitted. The lower wing section is now
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REVIEWS added to the fuselage and I found the fuselage a tad too wide toward the rear of the wing root. Some scraping and sanding is required at this point. I also deviated from the instructions by adding the top wing sections here to improve the fuselage wing join. Even so a touch of filler was required to blend them in properly. The underside air scoop was easy to assemble though take care to remove the sprue nubs completely or this will adversely aﬀect the fit on the fuselage underside. A touch of filler was
Chevalier du Ciel Mirage IIIE By Tim Skeet
Kit No: 2510
needed here also to eliminate the gaps. The underside radiator needs some sanding to eliminate the join line though the inserts fit very well. The cowling needs the mounting hole opening out as it if far too small to fit onto its mount. No problems were found with the prop and spinner, just some cleaning up of some minor flash. Now add the tailplanes and cowling and the model is ready for primer. I would recommend painting the fuselage first and adding the undercarriage and exhaust pipes
of a whole generation of schoolboys. This new, large scale Italeri Mirage definitely caught my eye, oﬀering a refreshing change from some of my more usual recent builds. The Mirage IIIE/R 1/32 kit comes in a large, deep box with an atmospheric cover picture of a classic French fighter Mirage IIIE turning against a cloudscape. The look of the kit is impressive. There is a good number of options, colours and variants, and a myriad of armament fits. Other options include displaying the beautifully moulded engine as a separate item on a trolley. It’s a comprehensive package. Before launching into the build I double checked online to see if anyone else had any thoughts on the kit, but the only review I saw at
after. These would otherwise just get in the way of masking. I used Halfords auto primer first, followed by Revell aluminium and the final coat of Tamiya's RLM 02 grey. Black washes on the radiator faces and the exhaust pipes completed the painting. For the FW190 fan this is a welcome addition to the collection. Previous versions were limited run and fairly expensive. Small niggles with flash and the poor fit of the cowling mar an otherwise good kit.
the time was based on a look in the box and could only speculate on the fit. On first inspection the kit certainly appears carefully designed, with a nice, full-colour instruction booklet and comprehensive painting guides to the various finishes. There is plenty of plastic and a brass fret packed included. The kit oﬀers a good range of six colour options. While I opted for the classic IIIE in Armée de l’Air colours, it is nevertheless the dullest of the schemes. The French interceptor is in classic green and grey camouflage over silver undersides. The other five versions include the French IIIR reconnaissance version, and various more colourful South African, Swiss, Spanish and Australian versions in a variety of finishes. I would not fault Italeri on their choice of
Scale: 1/32 Type: Injection Moulded Plastic Manufacturer: Italeri The Hobby Company/MRC
he Mirage III is one of the most attractive aircraft of that generation of 1960s fighters. Aesthetically pleasing to the eye, eﬀective as a warplane, though short on range, and successful as an export package, the Mirage was certainly chic. The name Mirage alone conjures up something exotic. Over the years there have been plenty of smaller scale models of this elegant delta. I still have the original Airfix Mirage IIIC that I built as a boy. Some may also recall the French TV series shown on UK television in the early 1970s starring the Mirage III, entitled The Aeronauts (Les Chevaliers du Ciel). This series brought the Mirage to the attention
MAY 2017 • VOLUME 39 • ISSUE 03
REVIEWS attractive, diverse schemes. For the reconnaissance versions two types of photographic nose are provided, each complete with diﬀerent cameras layouts. Each camera is a separate item with a neat transparent lens. The noses can be modelled open, further broadening the diorama options and separate camera ports and glazing are oﬀered. Largely in the interests of speed I opted for the classic interceptor French IIIE version and therefore fixed the radar nose cone in place, having packed it with some weight first. Kits of this size and sophistication can be challenging. Following the construction guide is recommended and pay attention to which version you are building and where holes need to be opened up before parts are glued. Inevitably I made a couple of errors through inattention. Getting straight to the main construction point I did find fit issues. Perhaps I was rushing and made some errors in alignment, but I ended up using filler around
CAG Reaper F-14D Super Tomcat By Geoﬀ Cooper-Smith
the wings, tail, intakes and especially the rear fuselage. The lower forward fuselage displayed the usual horizontal join issues and the nose cone required a bit of sanding to get it to sit nicely. I even struggled initially to get the tail fin fixed neatly into place. The rear section was a particular struggle as the long fuselage halves were perhaps not rigid enough even with the brass end piece in place. Nevertheless as I build a lot of only modestly fitting limited run kits I should not complain, although fit standards for these large scale kits from some manufacturers are now outstanding. Away from the general fit question, the details and smaller items are well produced. The undercarriage is nicely depicted, with wheels sporting weighted tyres. The moulding is crisp, level of detail good and options available comprehensive. As already noted, the Snecma Atar 9 engine is nicely moulded with plenty of detail and well portrayed front compressor. The kit includes the trolley as a sub assembly in its own right. I chose to leave the engine mounted in the aircraft so didn’t bother with that bit of the build. The seat is good and includes brass straps and plenty of moulded detail. The cockpit makes up into a nicely detailed and comprehensive aspect of the model. A There are inevitably many kits of the F-14 in all the major scales. For this build let’s start at the end; the Revell kit oﬀers a single option, a VF-101 F-14D CAG bird in 2004. This is an interesting but unusual choice as the Grim Reapers were the Oceana based Tomcat training squadron. Research on the t’interweb reveals lots of images of this machine, but none carrying any ordnance. This is probably because 164 was an air show display aircraft, something that needs to be born in mind during construction. The first
Kit No: 03960 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Revell www.revell.de/en
he Tomcat is an iconic aircraft, used extensively by the US Navy, initially as a fighter and then as a fighter bomber, for over thirty years until its retirement in 2006.
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reconnaissance version control panel comes in brass and with decals, while the standard fighter has a moulded unit that requires some detail painting. Dry brushing pays dividends here. The nicely thin transparencies show the detail and naturally the canopy can be fixed open or closed. The kit thoughtfully includes a boarding ladder. Unfortunately I almost wrecked the canopy by using some old masking tape, which left a thick residue. This left me with no alternative but to try to sand and polish the otherwise limpid canopy, albeit somewhat unsuccessfully. There is a great selection of tanks and missiles. The instructions oﬀer a helpful guide to which loads go with which version. There are eight combinations overall. In terms of missiles the outer pylons come with either Magic or Sidewinders and there is the option of a Martel strike missile or air-to-air Matra R530 for the centreline pylon. These are well produced and will certainly help fill the spares box as most will be surplus. Three types of fuel tanks are oﬀered, including the curious combined rocket pod/ tank type. I used
Xtracolor paints for the finish, all hand painted. Decals were applied and a coat of semi gloss varnish to finish the job. Verdict? Pity about the fit but the end result is a large, attractive looking model of an elegant French design that will look impressive alongside the Revell Hunter of the same scale. The numerous options available and versions on oﬀer make for a good package. stage requires you to drill eight holes (I used a 1mm bit) in the underside and intake cowlings, but beware as these are for a full weapons load out. Stages two to six deal with the cockpit. Each NACES seat has four parts, with two moulded in belts and not much else. However the cockpit tub detail is good, with fine raised detail, which comes out well with painting, dry brushing, etc. Stages seven to nine handle the assembly of
REVIEWS the front fuselage. Unfortunately the panel lines do not align properly and this is most obvious just in front of the wind shield, so they were made to disappear. The under nose panel needs some Plasticard support on the front undercarriage bay walls. Stages ten and eleven provides for assembly of the wings. The upper half has all the ailerons and flaps moulded in so that the bottom half is more an insert. This lower insert is a little short in terms of width and depth and so some Plasticard shims and a bit of filler are needed to improve things. Stages twelve to sixteen cover the central fuselage section. The engine intakes are a challenge due to the poor parts fit and indefinite location. The wing leading edge vanes need to be glued into position and faired in as they were removed on F-14Ds. I left the engine cowlings oﬀ until the two main fuselage halves were joined, to make tidying up of joins easier. Unfortunately when everything is assembled there is a gap that allows daylight in, particularly with the wings extended. The swing wing mechanism was found to mesh poorly with the lobes of both sets needing a considerable amount of work with a round file and a liberal dose of Vaseline to make them work smoothly. Despite this during the course of the build these regularly jumped out of position, so in the end I swept the wings back, which is the norm when parked up, and fixed them. In hindsight the joint of the upper and lower fuselage halves would benefit from Plasticard tabs as there are few pins to aid in alignment. The intake ramps are fixed with an underside join which needs support, in the form of a Plasticard shim, otherwise every time you sand after applying filler it cracks! The air brakes are moulded firmly shut.
Stage seventeen to twenty three brings all the fuselage parts together. Both the pre-assembled nose and tail sections were a poor fit, standing proud in some areas and sunken in others, requiring a serious session with a file followed by several bouts of filling, sanding and rescribing. Most of these parts e.g. engine nozzles (care needed with these as it is actually very diﬃcult removing them from the sprue without damage), tail hook, horizontal stabilisers, were left oﬀ and painted/decalled before adding during the final stages. Sections twenty four to thirty two cover the undercarriage, in raised or lowered position. The undercarriage legs needed a lot of tidying up to make them look presentable. A test fit is also advised as the pins are much larger than the holes in the undercarriage bays. The rims of the main undercarriage wheels were poorly defined and malformed and after trying several diﬀerent approaches I simply painted the sunken part white, the raised part tyre colour. I left all the under carriage doors oﬀ and painted them separately, using a red Sharpie for the edges. These were added to the air frame during final assembly. Section thirty three is the fitment of the two piece wind shield and canopy and these fit well. Sections thirty four to forty two cover the weapons, Phoenix, Sidewinder and Sparrow, and external fuel tanks. The most I could find a VF101 CAG bird carrying was the drop tanks, which is most of the time, a set of Phoenix body mounts and the wing pylons, so I decided to go with this. Sections forty three and forty four are for attachment of the angle of attack indicators, which I left until the very last.
Sections forty five and forty six are the attachment of the loaded weapons pylons and external fuel tanks to the fuselage, which are all handed and have the location pins in diﬀerent locations to prevent mistakes. Painting is in the usual three greys and FS numbers are provided, with some black additions and red enhancements. As it was a CAG/show bird it was kept pretty clean and immaculate, which is unusual for a Tomcat! The painting guide is in full colour and only shows the external fuel tanks in place, but fails to call out some important bits such as the natural metal of the swing wing leading edges. A full set of decals is provided for the airframe, but absolutely none for the dangly bits, and once trimmed they were acceptable. The diagram is also accurate, with numbers and locations matching. The option of painting the red trim or using a decal is oﬀered for the tail tops. I used the decal to ensure all the reds would match and so I could report back on how well they go down. In the event it was these four decals that caused most consternation, requiring several applications of setting solution and a lot of patience, before they bedded down and looked anything close to painted on. This is a diﬃcult kit to complete to a decent standard due to the fit challenges; it was received for review in August and took until January to complete as it was banished to the shelf of doom on several occasions. However now it is finished it does look like a Tomcat and really rather natty, if rather underdressed without weapons, in the CAG bird scheme. Personally I would have preferred two options; the CAG bird and a normal aircraft that could be loaded up with the ordnance provided.
MAY 2017 • VOLUME 39 • ISSUE 03
SCALE COMMUNIT Y
IPMS (UK) Column Presented By Chris Ayre
y apologies if some of the following seems familiar as I have previously mused on similar aspects of our hobby, but I’ve been giving particular thought to the question of whether modellers also have other hobbies. Ours is quite a time consuming pastime and it’s very easy to allow the hours to slip by whilst concentrating on the creation of that latest masterpiece. Even researching the subject requires a certain amount of dedication, let alone all the fettling and fiddling, fixing and finishing. Obviously, we all work at varying paces and to varying standards but this is a hobby that requires attention to detail and that means allocating a fair amount of time to it. So, do you have time in your life for the luxury of other hobbies? Regular readers will know that I’m not often able to devote enough time even to this one hobby, let alone any others, but there was once a time when I could produce a list of hobbies and interests. It was quite an impressive list, which included photography, travel, reading, modelmaking (!), swimming and music, amongst other things and was, as you might have guessed, appended to my CV. Most of those things really were genuine interests, although as I have a tendency to point out, anyone who wasn’t particularly sporty was prone to include swimming on their list. I’m lucky
enough to have been able to incorporate some of those interests, such as photography, into my working life, which is just as well I suppose, given my appalling time management. I guess also that some of those pastimes do in fact feed into my modelling. But they’re not standalone hobbies. Photography, reading (research) and even travel to some extent, all support my main hobby and help to broaden it… and perhaps that’s another reason why it’s so time consuming! I’d be keen to know if there are many modellers who also find time for other perhaps completely unrelated hobbies and interests. I know it will depend to a large extent on other factors, such as family and work commitments, but as I have mentioned before, I do know of several individuals who seem to do absolutely nothing but build models. They may be extreme examples but modelling is the type of hobby that pulls you in and it can quite easily become all consuming… or am I getting carried away here? Is it just my personal impression? Let me know your thoughts.
Showtime Well I recently said that I wanted to make an eﬀort to get along to more model shows in 2017 and after having to miss the Hinckley
event, I actually managed to find the time to visit the Stokeon-Trent Model Show for a couple of hours on 19th March. Despite the fact that the venue isn’t too far for me to travel, this was my first visit to the show, which is now in its third year. The venue is quite impressive and once I’d managed to park and find the correct entrance, I discovered that this is a very pleasant show. Now I know that doesn’t make it sound all that exciting but I liked the ambiance of the light, airy main hall which lent the event a relaxed, laid back feel. There were several other rooms oﬀ this main hall, which meant that there was a decent selection of both trade and club stands on oﬀer. This was though essentially a fairly modest IPMS model show. It was run by the Stoke-on-Trent Branch and incorporated FigureWorld West, which as you might imagine meant that a fair proportion of the space was given over to displays and traders aimed at that particular
The latest issue of the IPMS (UK) Society magazine
genre. Nothing wrong with that of course and I’m not making a negative point but rather an observation that this wasn’t your more usual general show. Although I’m not a figure modeller myself, I could certainly admire the work on display. I have to say that the event didn’t seem overly busy whilst I was there and a quick look in the competition room showed an underwhelming
The Brushman at work, pick a brush, any brush (Chris Ayre)
The Sir Stanley Matthews Academy is an excellent, modern venue. Note the outside catering area (Chris Ayre)
The light and airy main hall, complete with IPMS Membership stand (Chris Ayre)
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SCALE COMMUNIT Y number of entries… This may of course have changed before judging got under way but I was back on the road by then. I’m glad that I went along, I enjoyed the time I spent at the show and I did buy a kit that I didn’t need. I was very impressed by The Brushman, David Jackson, who hand makes bespoke fine hair paint brushes and was demonstrating just how he does so to an audience of eager modellers. I realise that’s a plug but it was great to see a craftsman at work! Thanks to IPMS Stoke-on-Trent for organising the event. Now then, looking forward to the May calendar there is one major event to highlight before moving on to the model shows. This will be my final mention of the IPMS (UK) Annual General Meeting before it takes place on Saturday 13th April. The venue is the excellent South Yorkshire Aircraft Museum near Doncaster (DN4 7FB) and I’d encourage all IPMS Members to consider making the eﬀort to get there. As I
mentioned last month, this is your opportunity to have a say in the running of your society and even, if you feel so inclined, to consider joining the group of volunteers that keep it all ticking over. Churchdown Community Centre is some 150 miles from Doncaster, so I won’t suggest that you make an IPMS weekend of it and follow the AGM with a trip to the Gloucester Model Show the next day on Sunday 14th. As I live about half way between the two venues however, I might just give it a go. I do enjoy the IPMS Gloucester show but have missed it in recent years so I just need to persuade someone to do the driving and I’ll be there. You can email Jeﬀ Brown on [email protected] for more information but doors open at 10.00am and GL3 2JH is the postcode you need. Sunday 21st May sees a new venture, organised under the banner of HaMeX and replacing the Automodellismo event previously held on this weekend and at this
venue. Extreme Weathering promises to concentrate on all aspects of weathering your models. I’m not entirely sure of the format of the show but the venue is Hanslope Village Hall near Milton Keynes (MK19 7NL), see www.hamex.co.uk for more details. Finally for this quiet month, we have the IPMS Torbay & South Devon event Model 2017. Described as a miniature modelling exhibition, this is a wellestablished model show held at Torquay Town Hall (TQ1 3DR) on Saturday 27th May. The show runs from 9.30am to 4.30pm and you can find further details at the club website www.ipmstorbay.com 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]
Adding a diﬀerent flavour to the mix with Redstone CosPlay and Craft (Chris Ayre)
Just to show that there were aircraft models on display, here is Airfix’s Jet Provost T.3 (Chris Ayre)
MAY 2017 • VOLUME 39 • ISSUE 03
M A R K E T P L AC E K I T S
New Kits RouNd up
AZ Model 7549 1/72 Avro Tutor MkI AZ Model 7550 1/72 Super Mystere B.2 Israeli AZ Model 7555 1/72 Handley-Page Hampden TB Mk I AZ Model 7561 1/72 Martin-Baker MB.5 Sea Baker Creative Models/Hannants/ Squadron/Sprue Brothers
Azur 5372 1/72 Breguet Br.693A-2 Hannants/Squadron Arsenal Model Group 48313 1/48 Polikarpov I-15bis (China & Finnish) Arsenal Model Group 48317 1/48 Polikarpov DIT-3 (w/skis) Arsenal Model Group 48321 1/48 Polikarpov I-15 bis PVRD (ramjet) Arsenal Model Group 48711 1/48 Messerschmitt Bf-109A-1 Arsenal Model Group 48713 1/48 Messerschmitt Bf-109B-1 Arsenal Model Group 48716 1/48 Messerschmitt Bf-109C-1 Arsenal Model Group 48719 1/48 Messerschmitt Bf-109D-1 Hannants
A Model 72345 1/72 Beech 1900C DHL Hannants/Sprue Brothers
Heller 80236 1/72 Messerschmitt Bf-109B-1/C-1 Creative Models/Stevens International
Frrom-Azur 032 1/72 Delta Civilian Version Swedish, TWA and Mexican Service Frrom-Azur 033 1/72 Delta US Passenger and Transport Plane Over Spain Hannants/UMM-USA
Avis 72029 1/72 EADS Barracuda Hannants
eastern express 144102 1/144 McDonnell-Douglas MD-11 KLM eastern express 14447-02 1/144 Boeing 757-300 Northwest eastern express 14447-03 1/144 Boeing 757-300 Delta eastern express 144505 1/144 Mil Mi-8T Aeroflot eastern express 14469-01 1/144 Boeing 737-200 PanAm eastern express 14469-02 1/144 Boeing 737-200 Olympic eastern express 14469-03 1/144 Boeing 737-200 Aloha Hannants/Stevens International
Anigrand Craftswork 2131 1/72 ShinMaywa US-2 JMSDF STOL amphibious aircraft Hannants/Rare-plane Detective Airfix 01005A 1/72 Mitsubishi A6M2b Zero Hannants/Rare-plane Detective
AZ Model 7546 1/72 Messerschmitt Bf-109G-0 V-tail/R6 AZ Model 7547 1/72 Messerschmitt Bf-109G-0 V-tail Aces
eduard 82131 1/48 Royal_Aircraft_Factory S.E.5a Wolseley Viper Profipack eduard 8282 1/48 Supermarine Spitfire Mk IXc early version CreativeModels/Hannants/ Squadron/Sprue Brothers
eduard 1131 1/48 Hawker Typhoon Mk Ib eduard 7431 1/72 Supermarine Spitfire Mk IXc late version Weekend Edition eduard 7440 1/72 Focke-Wulf Fw190F-8 Weekend Edition
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Hong Kong Models 01e01 1/32 North American B-25J Mitchell Pocketbond/ Stevens International
iCM 72293 1/72 Focke-Wulf Fw-189A-1 World War II German Night Fighter Hannants/Stevens International
Hasegawa 00987 1/72 G8N-1 Renzan Rita with Goh and Shinden Kai Mainland Defence Hasegawa 02214 1/72 F-16D Block 52 Advanced.Polish Air Force Tiger Meet 2013 & 2014 Hasegawa 02215 1/72 North American P-51C Excalibur III (Two kits in the box) Hasegawa 02216 1/72 Fairchild A10C 104FS 175FW Maryland ANG Hasegawa 02217 1/72 Lockheed SR-71A Blackbird Bodinian Express Hasegawa 02218 1/72 Mitsubishi G3M3 TYPE 96 Attack Kanoya Flying Group Hasegawa 07442 1/48 Kawasaki T4 Blue Impulse 2016 Hasegawa 07443 1/48 Dornier Do215B-4 Oberkommando der Luftwaﬀe Hasegawa 07445 1/48 Westland WAH-64D Apache Army Air Corps Hasegawa 07446 1/48 Junkers Ju88A-5 Eastern Front Part One Hasegawa 08245 1/32 Mitsubishi A6M5 Zero Superace Hasegawa Bp003 1/72 Saab J-35J Draken Swedish Air Force Hasegawa Jt046 1/48 Mitsubishi J2M6 Raiden model 31 Jack Hasegawa sp348 1/48 Zero Fighter Type 21 & Type 99 Carrier Dive Bomber Model 11 & Type 97 Carrier Attack-Bomber Model 3 Pearl Harbor Attack (Three kits in the box) Amerang/Hobbico
italeri 1389 1/72 Savoia-Marchetti SM.82 Marsupiale italeri 1393 1/72 Douglas DC-3 Dakota Breitling italeri 2506 1/32 Lockheed-Martin F-35A Lightning II The Hobby Company/MRC
Kinetic Model Kits 48030 1/48 F/A-18A+/B Hornet CF-188 Royal Canadian Air Force Hannants/Stevens International
Kitty Hawk Model 80126 1/48 Kaman SH-2G Super Seasprite Kitty Hawk Model 80137 1/48 Dassault Etendard IVP/IVM
M A R K E T P L AC E K I T S Kitty Hawk Model 80144 1/48 Sukhoi Su-17M3/M4 Fitter Hannants/Stevens International
ozMods KIt14418 1/144 Bristol Freighter Mk 31 SAFE Air (New Zealand) and British United ozMods KIt14419 1/144 Bristol Freighter Mk 31 RAF and RNZAF ozMods KIt7203 1/72 Pilatus PC-9 Hannants/Sprue Brothers
Kovozavody prostejov 7275 1/72 Zlin Z-226A Acrobat Kovozavody prostejov 7281 1/72 Messerschmitt Bf-108B In Axis Service Kovozavody prostejov 7282 1/72 Messerschmitt Bf-108B In Foreign Service
Revell 03933 1/72 Dornier Do-17Z www.revell.de/en
Lukgraph 3209 1/32 Vought SBU-1
SBS Model 7013 1/72 Caudron C.600 Aiglon Civilian
Valom 14420 1/144 Nieuport 11 vs. Fokker E.III Valom 72058 1/72 Handley-Page Sparrow Hannants/UMM-USA
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:
Minicraft 11675 1/48 Cessna 150 Minicraft 11677 1/48 Piper Cherokee Hannants
Wingnut Wings: Special Hobby 48188 1/48 Saab AJ-37 Viggen Show Must Go On Special Hobby 72308 1/72 Hispano HA-1112 M-1L Buchón Ejército del Aire Special Hobby 72348 1/72 MD 520N NOTAR Hannants/Squadron
www.wingnutwings.com Welsh Models MJ7214 1/72 Airbus A320 with winglets and CFM56 Lufthansa
US IMpoRteRS Dragon USA:
Welsh Models SL358R 1/144 Fairchild FH-227E Aerocarbrie
Welsh Models SL367R 1/144 De Havilland Dove 8
Linden Hill Imports:
626-968-0322 www.lindenhillimports.com 914734-9616 MRC: www.modelrectifier.com
Modelsvit 72034 1/72 Dassault Mirage III V-02 Modelsvit 72047 1/72 Sukhoi Su17M3 Hannants/Stevens International
732-225-2100 Rare-plane Detective: www.rareplanedetective.com 702-564-2851 Squadron 0001 1/72 Haunebu II
www.spruebrothers.com Zvezda 4816 1/48 Messerschmitt Bf-109G-6 The Hobby Company/Dragon USA
816-759-8484 Squadron: www.squadron.com 877-414-0434
trumpeter 01677 1/72 Mikoyan MiG-29UB Fulcrum (Izdeliye 9.51)
Pocketbond/ Stevens International
the Hobby Company:
MAY 2017 • VOLUME 39 • ISSUE 03
M A R K E T P L AC E
NG MODELS 48-002 Ju 87 B-1 Propaganda Stukas The latest sheet from this source is a 1/48 set sized for the new Airfix Stuka covering aircraft from some well-known colour pictures, including a shark mouthed Ju87 B1 from II/St.G 77 in May 1939. II./St.G. 77 was formed on 1st May 1939 in Breslau-Schöngarten from II./St.G.165, with Clemens Graf von Shönborn-Wiesentheid as Geschwaderkommodore. The German propaganda magazine Signal supported the event and published some pictures of what would soon become the symbol of
SCALE AIRCRAFT CONVERSIONS New Releases for March 2017 Scale Aircraft Conversions are specialists in providing the modeller with direct replacement landing gear parts made from cast white metal. These legs require no additional work in order to fit your kits and oﬀer up some added strength and weight if you feel the need. Some include additional detail above that provided in the
FOXBOT Two new sets from Foxbot continue to expand their various ranges. In 1/72 we see another astonishing masking set in the Warriors of Light series, while in 1/48 the La-5FN gets some new options. 1/48 48-023 Lavochkin La-5FN Five aircraft with an assortment of striking slogans and artwork are featured in this set. Two complete sets of national markings are included in two styles. 1/72 72-004 Digital Su-27S & Su-27UB
terror amongst civilian populations. The sheet includes some never previously identified stammkennzeichen codes from famous propaganda colour pictures showing a kette of Stukas dropping bombs. Two shark mouth options are supplied along with a full set of stencils and four diﬀerent sizes of underwing crosses (1800mm, 1700 mm, 1600mm and 1500 mm) as well as Swastikas, which are not supplied in Airfix release. A full A3 instruction sheet oﬀers profiles for six aircraft. This sheet is available via email from NG Models. Distributors are to be announced. [email protected]
plastic parts. These and other sets in the Scale Aircraft Conversions catalogue are available from Hannants. 35003 1/35 HH-65, AS 365/565, Z9 Landing Gear (Trumpeter) 32114 1/32 Sopwith Snipe Landing Gear (Wingnut Wings) 32115 1/32 Me 262B-1/U-1 Landing Gear (Revell 2016 mould) 48325 1/48 BAe Hawk T.1 Landing Gear (HobbyBoss) Hannants
This remarkable set oﬀers a full set of vinyl masks to paint the digital camouflage scheme on a Su-27 from the Russian/Ukrainian war. An A4 sheet of self-adhesive vinyl masks is accompanied by a decal sheet giving national markings, a full set of stencilling and individual codes and badges for nine aircraft. Clear instructions are provided to help you get the most out of this very impressive package. Foxbot can be found on Facebook under Foxbot Decals or contacted by email at [email protected] Hannants
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HH-60G out of Mildenhall showing the additional RWR sensors and the external gun mounts (Mike Verier)
DETAIL HAWK By Mike Verier Werners Wings HH-60 Pave Hawk decals Retrokit 44122 H-60 resin fuel tanks and pylons Brengun 144029 H-60 series etched brass Floyd Werner, a Cobra pilot and therefore one of the good guys, is well known for decals and resin accessories connected to military helicopters, albeit usually in larger American scales. Thanks to his connections within the military aviation community his products can always be relied upon for meticulous research and attention to detail. For his first venture into 1/144 he has released an excellent set of decals for the USAF’s HH60G Pave Hawk. The set is aimed at the delightful Dragon models, which have appeared in a number of boxings including the HH-60G. As it happens diligent research by fellow SIG member Mike Costello has revealed that most of the bits you need are in most of the boxings and given there are no less than seventeen options on the sheet this is a potential stash buster. Having said that there is an interesting anomaly. Unlike the Army birds, the Air Force went with the folding stabilator originally developed for Navy Sea Hawks. This is easily recognised as it is a constant chord unit with cutout hand holds in the trailing edge. Dragons HH-60G boxing however only has the Army/UH-60 style tapered tail feathers. This has probably come about as the Gs were all conversions of UH-60 A/L airframes. As my sergeant once said ‘never assume...’ As a consequence the various SeaHawk boxings are actually a perfectly good basis for the Pave Hawk now that we have some decals to work with. Floyd’s sheet covers all the colour scheme options that have been employed during the type’s service career; the original European one in green and grey, Desert Storm sand and brown, and the current overall grey. There are sixteen HH60G options plus one HH-60U. All are illustrated in colour albeit on a
quite small sheet, which makes some of the smaller markings slightly diﬃcult to see. By the nature of its calling most markings are of the black lo-viz type but Floyd has managed to find some shark mouth options as well as a fascinating collection of splendid, and highly unoﬃcial, moustaches that reflect the Pedro callsign of the Combat Rescue Hawks. The amount of work required depends on the variant chosen. The very early airframes had unshrouded exhausts, soon covered with the HIRSS suppressors. Both options are standard on the model. Dragon’s interior comes with a full set of seats as per the original UH-60. The G models however have two fuel tanks in lieu of the rear seats and the centre rows are not always fitted. This only matters if you are opening the cabin of course. The Pave Hawk has been constantly updated and you’ll need to add external armament supports, various chaﬀ/flare dispensers and some additional antennae for the more recent airframes. The Hawks are also capable of carrying external stores on detachable stub wings. The Dragon mouldings include the ESSS stubs but no stores. Fortunately Retrokit have with masterly timing produced resin replacements complete with four drop tanks, and these tanks are also used on Apaches so a very useful accessory. For those of you that like to go a bit further Brengun have an etched detail set. Intended for the SeaHawks it features parts to fold the tail and rotors but also includes a mass of interior and exterior common detail such as seat belts, antennae, alternative instrument panels and cable cutters. As you can detect I see the new decals as a catalyst that should prompt a project or three. If however we are to persuade enterprising manufacturers like Floyd to produce more 1/144 stuﬀ they have to be commercially viable. I can but commend you buy some! www.wernerswings.com
M A R K E T P L AC E
EDUARD More good news from Eduard this month with a continuing expansion of the Steel seatbelt range. Meanwhile three kits get the treatment with a wide selection of details for Eduard’s own new tool SE.5a, a good selection for ICM’s MiG-25 and for those with time and space to play with a generous helping for the HK Models B-17F. Brassin caters for the SE.5 as well, but there are some more weapons sets in 1/72, including some very useful looking CBU-105s. Brassin 1/32 632091 Mosquito FB Mk VI right engine for Tamiya kit 1/48 648296 SE.5a propeller two blade (left rotating) for Eduard kit 648297 SE.5a propeller two blade (right rotating) for Eduard kit
PRINTSCALE New 1/72 sheets oﬀered by Printscale cover both World Wars and beyond. 72229 Northrop F-5 Tiger II Iranian Tigers This very busy sheet covers eleven aircraft in a wide variety of schemes ranging from bare metal to three tone camo schemes. The set includes national markings for all the options as well as a couple of interesting tail arts. Definitely a good basis for starting a collection.
648298 SE.5a radiator Wolseley Viper for Eduard kit 648299 SE.5a guns for Eduard kit 648305 Spitfire Mk IX top cowl early for Eduard kit 648306 Spitfire Mk IX top cowl late for Eduard kit 648315 Typhoon Mk I exhaust stacks w/fairing for Eduard kit/Hasegawa 1/72 672129 CBU-105 672148 AGM-114 Hellfire 672149 R-60 / AA-8 Aphid Eduard Etched Details and Masks 1/32 32401 B-17E/F exterior for Hong Kong Models kit 32900 B-17E/F interior for Hong Kong Models kit 32901 B-17E/F front interior for Hong Kong Models kit 32902 B-17E waist section for Hong Kong Models kit 32903 B-17F waist section for Hong Kong Models kit
72232 Aichi D3A2 Model 22 Type 99 Val This sheet covers nine aircraft, both Aichi and Showa built, spanning late 1942 to spring 1945, including a couple of aircraft flying Kamikaze missions towards the war’s end. All are in dark green over light grey schemes, both with and without black cowlings, making this sheet an interesting take on an aircraft seldom regarded beyond the Pearl Harbor attack. The sheet includes a wide range of hinomaru and a small
32904 B-17E/F radio compartment for Hong Kong Models kit 33164 B-17E/F for Hong Kong Models kit 1/48 48915 SE.5a stretchers for Eduard kit 48916 Typhoon Mk Ib upgrade set for Eduard kit 48917 Su-27 exterior for HobbyBoss kit 48918 MiG-25RBT exterior for ICM kit 49813 Su-27 for HobbyBoss kit 49814 Su-27 seatbelts for HobbyBoss kit 49815 MiG-25RBT interior for ICM kit 49816 MiG-25RBT seatbelts for ICM kit EX545 MiG-25RBT masks for ICM kit EX546 Su-27 masks for HobbyBoss kit EX547 H-21C Shawnee masks for Italeri kit
selection of propeller bands. Also included is a single set of white stripes for the tail planes. 72234 Bristol F.2B Aces of World War I A very interesting choice for a decal sheet, this set includes markings for no less than thirteen aircraft. Largely limited to individual markings, there is at least one complete set of roundels, with some extra for the fuselage and two sets of tail markings. Of note are the comprehensive instructions
FE813 Su-27 ZOOM for HobbyBoss kit FE815 MiG-25RBT ZOOM for ICM kit FE817 seatbelts USAAF World War II FE818 seatbelts RAF late 1/72 72649 Spitfire Mk IIa landing flaps for Revell kit 73588 Spitfire Mk IIa for Revell kit 73589 Fw 190F-8 for Eduard Weekend kit SS586 seatbelts USAAF World War II SS587 seatbelts RAF late SS588 Spitfire Mk IIa ZOOM for Revell kit SS589 Fw 190F-8 interior ZOOM for Eduard Weekend kit CX479 Fw 190F-8 Masks for Eduard kit CX480 Spitfire Mk IIa Masks for Revell kit Creative Models/Hannants/Sprue Brothers/Squadron
giving a brief outline of each ace covered. 72235 Albatros D.I & D.II Aces of World War I Nine aircraft are featured on this sheet, with some interesting and unusual options including a Turkish machine flown by Emil Meinecke. As with the Brisfit a biography is helpfully included, adding background and interest to each option given. Hannants/Linden Hill
MAY 2017 • VOLUME 39 • ISSUE 03
M A R K E T P L AC E
BRENGUN Two new etched sets have been received from Brengun. 1/72 72122 SA-316B Alouette Useful selection of grills, spindly frameworks and the kind of little sub assemblies that only this medium can provide. It’s one of those accessory sets that suddenly make you feel like taking on a RS82 ject. Let’s hope they do something similar for the Airfix Gazelle! 1/32 32022 Soviet Rockets RS-82 Design work on RS-82 and RS-132 rockets began in the early 1930s, and the earliest known use by the
Soviet Air Force took place in August 1939, during the Battle of Khalkhin Gol when a group of Polikarpov I-16 fighters used RS-82 rockets against Japanese aircraft. Almost every Soviet military aircraft of World War II was known to carry the RS-82 and RS-132, often using field made launchers. Some Ilyushin Il-2s were field modified to carry up to twenty four rockets although the added drag and the weight made this arrangement impractical. This resin set includes etched fins and allows a full load of eight of these widespread weapons to be built. www.brengun.cz
HATAKA Three new sets of acrylic paints have been received from Hataka, each geared towards a specific service or theatre. HTK-AS32 Luftwaﬀe Legion Condor Paint Set
3046 (1/72) 3047 (1/48) Luftwafe Compass Swing Ramp This card diorama base includes parts to assemble into a 3D model of a rotating compass calibration platform. Fits large and small aircraft from a Bf 109 up to a He 111.
ILIAD ATwo new sheets in from Iliad. 1/72 72017 Stars in the Sky Part Three Another of Iliad’s themed sets oﬀering a selection of aircraft flown by TV, sports and film personalities. This sheet includes a Lancaster B.II flown by actor Robert Clothier, an AU-1 Corsair flown by baseball star Jerry Coleman, Dean Paul Martin’s F-4C (Martin was a member of 60s pop group Dino, Desi and Billy and went on to become an actor in film and TV), and western movie star Bob Holts B-29, in which he flew as a bombardier. 1/48 48031 Beechcraft D17s This is a beautiful collection of colourful aircraft and an attractive subject. Roden’s kit in 1/48 is a nice
The set includes all the card elements needed to replicate this widely used piece of equipment. Uschi’s website includes a complete step by step guide to building it and the finished result really does look stunning. UK importer is Albion Alloys, but you can check out the full range at www.uschivdr.com
tooling too so plenty of scope here for a modelling project: 1. Beechcraft D17S PB1 flown by Prince Bernhardt of the Netherlands. Dark Green/Dark Earth over yellow undersides 2. Beechcraft UC-43, USAAF June 1943, Olive Drab over Neutral Grey with white tail 3. Beechcraft UC-43, Wright Field July 1944, Olive Drab over Neutral Grey 4. Beechcraft D17A, Antarctic Service Expedition 1940, Stearman Vermillion/Galatea Orange 5. Beechcraft D17R, Chinese Nationalist air ambulance 1937, white with red crosses 6. Beechcraft D17A, Chinese Nationalist Air Force, dark green over light grey under surfaces www.iliad-design.com
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• Light Blue (RLM65/78) Used from mid 1937 on lower surfaces in RLM 61+62+63/65 pattern. Also on lower surfaces of Bf 109B-Es from late 1937
Oﬀers standard colours of Luftwaﬀe aircraft in Spain from 1936-39, but is also applicable to a wider range of Luftwaﬀe subjects in pre war Germany. Hataka’s notes describe the six colours included in this set as follows:
• Black-Grey (RLM66) Standard Luftwaﬀe colour of instrument panels and cockpit areas visible from outside (anti-glare function) throughout the war
• Grey (RLM02) Used on early Ju 52s, He 59s, He 111s and upper surfaces of experimental He 112 V9. An overall colour of early Bf 109B-1s
This is part of the Blue Line paint series optimised for brush painting, and includes six 17ml bottles of acrylic paint allowing the three tone camo of the Vietnam War era to be reproduced, as well as the Air Defence Grey as seen on ANG and USAF aircraft of the period.
• Light Grey (RLM63) Overall colour of early He 51s. Used in RLM 61+62+63/65 pattern and, according to some authors, on upper surfaces of Bf 109B-Es
USCHI VAN DER ROSTEN
61+62+63/65 standard Luftwaﬀe pattern. Later on upper surfaces of Bf 109B-Es
• Dark Brown (RLM61) Used from mid 1937 on upper surfaces in RLM 61+62+63/65 standard pattern including on He 51s, Ju 87s, He 111s and Do 17s • Green (RLM62) Used from mid 1937 on upper surfaces in RLM
HTK-BS09 USAF Paint Set (Vietnam Era)
HTK-CS07 Royal Air Force Paint Set This set is from the Orange Line of lacquer based paints and includes the main colours in use by the RAF throughout World War II, including both early and late schemes. www.hataka-hobby.com
RETROKIT More big news for modellers of small things from one of the foremost exponents of 1/144 and smaller. Retrokit continue to expand their range of possibilities, but this month we note with interest a new conversion aimed at exponents of the one true scale… 1/200 RW20011 Boeing 737-100 Conversion This three part resin set oﬀers a complete one-piece fuselage plus engines to convert Hasegawa’s 737-200 kits. Beautifully sculpted, the body is a solid piece but readers are reminded that Mr. Geoﬀ Cooper-Smith has endorsed this as proper airliner modelling… 1/144 RW44121 B-58 Cockpit Detail Set This fabulous little set for the Hobbycraft kit includes both early and late style seats as well as complete inserts for the two cockpit tubs. RW44123 Orpheus Recce Pod It was always the lack of those little things that made the diﬀerence that stunted the growth of 1/144. Lacking decals and accessories you could only model one of anything, and usually indiﬀerently at that. Thanks to manufacturers like Retrokit you can now spread your wings and make so much more. This little gem for instance, will sit beautifully on Revell’s F-104 or F-16. www.retrokitonline.net
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
No.9 in the series charts the colour schemes and markings worn by this iconic Japanese naval ghter which saw service throughout thewhole of the Pacic War from 1940 in China, to the nal defence of the homeland in 1945. Plus postage and packaging. Add UK 20%. Europe 35%. Rest of the World 45%.
We only accept UK cheques/postal orders, please make payable to Guideline Publications. Please allow 28 days for delivery. Address your orders to: Guideline Publications, Unit 3 Enigma Building, Bilton Road, Denbigh East, Bletchley, Bucks MK1 1HW Tel: 01908 274433 Fax: 01908 270614 Email: [email protected]
AVAILABLE NOW FROM GUIDELINE PUBLICATIONS
S TA S H I N T H E AT T I C
By Trevor Pask
The Blohm & Voss P.194
concept a step further and created a twin engine design by locating a jet engine in the crew nacelle. The intention was for the thrust from the jet to balance that from the propeller. A cluster of guns was to be positioned in the nose, and a bomb load of up to 500kg (1,100lb) was designed to be carried in an internal bomb bay in the fuselage.
Kit No: 72008 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Special Hobby Aftermarket: Scale Aircraft Conversions 7132
he Blohm & Voss P.194 was a design for an aircraft that never flew, but has become well known as a what if in discussions around what the Germans may have operated had World War II continued into 1946 and beyond. The design of the P.194 emerged in 1944 when a replacement for the aging Junkers Ju 87 Stuka was being sought. A designer called Richard Vogt working for the small Blohm & Voss company had an interest in asymmetrical layouts and had worked on the BV 141 observation aircraft. This latter type went into very limited production, and was popularised when surprisingly a kit was produced by Airfix in the 1970s. This Airfix kit possibly gave generations of modellers the impression that the BV 141 type was a mainstream World War II type, not a minor curiosity. This in turn could have fuelled and sustained interest in the P.194. The P.194 was rather like a BV 141 on steroids in that the crew and weapons were positioned in a separate nacelle from the main fuselage structure. This structure carried an engine and propeller and was joined to the crew nacelle by a common wing. The P.194 however took this
The P.194 was one of four designs submitted by Blohm & Voss. All were rejected in favour of a fighter bomber version of the Messerschmitt Me 262. While radical and futuristic looking, the rejection of the P.194 was understandable. The mixed power plant idea while interesting would have been technically very diﬃcult to achieve in a service aircraft. Loss of power from either the jet or the prop would have rendered the aircraft instantly unstable and very diﬃcult for newly trained pilots to control. An American fighter that tried to integrate jet and propeller power plants in the same airframe, the Ryan Fireball, placed both engines in line to overcome any asymmetrical forces. The P.164 would have also encountered complications caused by the logistics and supply chains required to support two engine types. The Me 262 was also arguably not the ideal aircraft for a new close support bomber, but at least both its engines were the same. Rather than a robust practical design the P.194 was a perfect example of the wastefulness of German design and aircraft procurement in World War II. The type was one of hundreds of impractical designs that were never going to see service and simply consumed valuable resources at the design stage. It has become something of a symbol of the Luftwaﬀe 1946/7. However it is also undeniable that some utterly improbable German projects did get produced, and who knows, had the P.194 had slightly more political support, it may have been built. For an aircraft that only ever existed as a paper project, the P.194 has surprisingly been the subject of two injection moulded kits. The most recent of these was from Revell AG in 1998 as part of a small series of Luftwaﬀe 1946 subjects that company produced at the time.
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This kit is periodically reissued and builds up into a good and well detailed model, even if much of the detail is of course pure conjecture. Predating the Revell kit by several years was a limited run tooling from Special Hobby. This was one of the earlier kits from that manufacturer. It is a classic example of an early limited run kit in that there are no location points for the components, lots of flash to clean up and very large gates holding the components to the sprues. The kit is also moulded in a very soft plastic that is not particularly easy to work. However despite the suspicion that it might be a bit of work, the old Special Hobby kit cried out to be built from the moment I acquired it. For all the cleaning up and the lack of location pins, the kit builds up easily and surprisingly quickly. However care is still needed in assembling the cockpit interior as the floor and rear bulk head appear to be too wide for the fuselage halves. Careful trimming eventually achieves a neat fit, but this part of the build reminds one that nothing can really be taken for granted in an old limited run kit. The detail provided in the cockpit is adequate and greatly helped by a small photo etch set, which provides details such as the seat belts and rudder pedals. There is no sidewall detail, but little can be seen in through the small canopy. The glazing is provided as a vacform component, but only one moulding is provided. While the main canopy is a relatively simple shape to cut out, the glazed nose of the aircraft, a design feature to enable the pilot to see a target being dive bombed, is very small and tricky to cut from its backing material. This is one component that must not be dropped as it will simply disappear into the carpet pile or between the floorboards. The main airframe assembles well enough, but a lot of filler is required to make all the joints good. The wings and tail planes are simple butt fits, but it is advisable to strengthen the model with a homemade spar for at least the main fuselage to wing joints. The undercarriage is perhaps the weakest area of the kit. The two part wheels can be retrieved, but the main undercarriage legs are
S TA S H I N T H E AT T I C poorly formed and the tail wheel is a bit of a blob. Both elements were replaced with a white metal aftermarket set designed for the Fw 190. These were perhaps a little flimsy for an aircraft the size of the P.194 but possibly not out of place in that had the P.194 gone into production in the later stages of an extended World War II, someone may have tried to make the best of a bad decision using standardised components. The decals provided with the kits were printed by Propagteam, and are of aftermarket quality. To comply with laws in some European countries law, the swastika signs are represented as squares and some aftermarket or spares box alternative need to be sourced. As the P.194 never saw service, potential colour schemes are only limited by the imagination tempered by what would have been plausible. Special Hobby suggest a standard late day scheme. This looks
right on the model and the basic scheme was used with a little adaptation. Humbrol enamels were predominantly used, but the modeller could also use his or her preferred brand to match the relevant RLM shades. The decals were used as suggested. The images are thin and adhered well to a surface prepared with a coat of Klear. To make things look a little more interesting, when the decals were dry a rough white wash type winter scheme was then added. During World War II such schemes were often hand painted on aircraft in the field in extreme haste in no consistent pattern with ground crew working with diﬀerent size brushes. To replicate this eﬀect, I used two diﬀerent chisel headed artists brushes from Tiger, the posh pound shop, and used a coarse dry brushing technique in a random pattern. I varied the colours also from a
pure flat white to a pale grey to create a sense of texture in the patterns. National insignia and stencils were painted around as they would have been on a real aircraft. The final details included adding the propeller and canopy. The propeller is a one piece moulding and needs a little care and attention as it is the one component in the kit that was aﬀected by flash. With the addition of the glazing, the model was completed and standing on its legs, it looks a beast of an aircraft and every inch a mad German wonder weapon idea. The Revell AG kit would be a more straightforward build, but the Special Hobby version provided the basis for a hugely enjoyable and worthwhile project. It was a good example of what can be achieved in building an older and superseded kit, which otherwise would be gathering dust in the attic.
Detailed Photo Essay on CD By Steve Muth
Peregrine Publishing Published by Peregrine Publishing, this CD on the F-86A Sabre features detail 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 thirty very clear detail photographs of the cockpit, landing gear, wheel wells and other details of interest to the scale modeller. The photographs of the F-86A-5-NA Sabre were taken at the National Museum of the USAF at Dayton, Ohio over the time period 1982 through 1997. All the internals appear to be unrestored and in original colours. The photographs were taken with the cooperation of the museum thus assuring adequate access to the cockpit and other details. Priced at an aﬀordable $12.00 each including postage*. These CDs may be ordered from Steve Muth at Peregrine Publishing, 70 The Promenade, Glen Head, NY 11545, USA, by
telephone on (516)759-1089, by FAX on (516)759-1034 or email at [email protected] Payment by cheque on a US bank in dollars, Pay Pal or by credit card, Visa or Master Card only.
$20.00 minimum order for credit card payment. *For foreign orders add $10.00 US dollars for postage.
APRIL 2017 • VOLUME 39 • ISSUE 02
A look at some of the latest publications received for review Edited by Ernie Lee British Secret Projects - Britain's Space Shuttle Author: Dan Sharp Publisher: Crecy Publishing Ltd Format: Hardback, 264 pages I am familiar with Britain’s contribution to space travel with its manufacture of satellite equipment but I did not realize how much design time was spent on space flight projects. Getting a space shuttle into space is a very expensive business, with very few countries having the resources to carry it out. The first method was simply to sit the equipment or passenger on the tip of a disposable rocket. This had to be very small and could not be used to actually build equipment in space. Then as we all know, came the shuttle, again clamped to a very expensive disposable rocket. At the moment this is as far as they have got. British aircraft companies went one step further with a no waste system, the pick-Iback. Remember this was decades before a certain private company built such an aircraft, which we all know has yet to achieve success. This book is full of project designs, none of which came to anything. However I am sure that in the future this is the way to go. Arguably this is the most comprehensive book on the subject to date. It may not appeal to the majority of modellers, however there are thousands of students of aviation that will relish the idea of delving into the future. Many of them will be young enough to see some of these ideas put into practice in their lifetime. Maybe not by Britain but by countries with deeper pockets… www.crecy.co.uk
Ernie Lee Pfalz D.111A At War Volume Two Datafile 174
mirror and two flare pistols on the fuselage side. These must have been specifically for aviation use as my example, I assume, was for army use with a trigger guard and a lever under the guard to break the weapon for loading. Neither of these are visible on the very clear photograph. Because of the inclusion of 1/72 and 1/48 drawings in volume One, in this volume they are limited to structural drawings in 1/32. This Datafile is up to the usual standard, which is fitting as it is the last one Ray and his talented team will produce. They have called it a day after over thirty years of producing these and the Windsock magazine. In their own words they ‘have decided to take a break from regular publishing in order to recharge batteries and pursue further research into other titles’. This is a sad day for aviation enthusiasts and modellers of this period and it will not be the same without them. Personally I cannot think of any publication that can replace them. However all is not lost as they will continue to sell their existing titles through the usual channels. That being so, if you have any gaps in your collection I advise you to make sure that you purchase them before they run out. wwww.windsockdatafilespecials.co.uk
Ernie Lee Polish Fighter Colours 1939-1947 Volume One Authors: Bartlomiej Belcarz, Robert Gretzyngier, Tomasz J Kopanski, Wojtek Matusiak, Marek Rogusz and Wojciech Zmyslony Publisher: Mushroom Model Publications ISBN: 978 83636 786 23 Format: Hardback, 280 pages
Author: Greg Van Wyngarden Publisher: Albatros Productions Ltd Format: Paperback, 32 pages This volume continues the operational history of this aircraft, accompanied by some stunning photographs. As modellers of such machines are well aware, this is essential for getting things right, partially when it comes to rigging wires. One photograph I find of particular interest is of Lieutenant Johann Schneider, the first Ozbv of Jasta 80b, with his D.IIIa. He fitted his machine with a rear view
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The majority of aviation enthusiasts are familiar with the contribution of Polish aircrew while flying with the RAF in World War II.
However their war started well before then, when the Germans invaded Poland. An early chapter covers camouflage and markings and then we move to the aircraft, type by type. The first is the PWS-10, at that time used as a trainer. This was followed by the PZL P.7a and various P.11 variants. The coverage of these aircraft is massive. Each colour profile and sometimes multi view, has a series of photographs to authenticate the artwork of which there are forty three examples. After the fall of Poland, surviving pilots escaped to France to carry on the fight, this time using French aircraft. The organization of Polish fighter units alongside the I'Armee de I'Air is discussed. This is followed by the camouflage and markings of French aircraft used by Polish pilots during the 1940 campaign. Lastly we move to the period we are most familiar with - fighting alongside the RAF. This section alone has forty three artworks, making a grand total of one hundred and sixteen. However this is not just a book of profiles as it also covers the combat history of the aircraft and, most importantly, the men that flew them. This is a magnificent reference detailing the contribution the Polish airmen made to the final victory over Germany, and this is only volume one. I do not hesitate to recommend this book to any aviation enthusiast and modeller of World War II aircraft. www.mmpbooks.biz
Ernie Lee Windsock Volume 32 Number 4 Editor: Ray Rimell Publisher: Albatros Productions Ltd Format: Paperback, 32 pages This is the last issue of this unique magazine, as many of you will know. However do not forget that the company is still open for you to
purchase back copies to fill in the gaps. We start with the report on the IPMS USA National Convention, followed by the book reviews related to this period. This last issue also has the last part of Harry Woodman's Modelling Aircraft in Plastic Card. You will find many of your favourite articles in
BOOKREVIEWS this last issue, including the third part of Great Warpaint covering the Sopwith Camel with two pages of artwork. This includes machines in the service of Belgium, Greece, Latvia, Poland, Russia and the United States. Add to that an excellent build article by Lance Krieg and this magazine goes out with a bang. www.windsockdatafilespecials.co.uk
Ernie Lee Heinkel He 111 The Early Years – Fall of France, Battle of Britain and The Blitz Author: Chris Goss Publisher: Frontline Books (an imprint of Pen & Sword Books Ltd) ISBN: 978 18483 248 31 Format: Papaerback, 146 pages One of the first books in Frontline's new Air War Archive series, covering the aircraft and operations of famous aircraft in photographic format, is on that stalwart of the wartime Luftwaffe’s bomber force, the Heinkel He 111. This new book contains well over 200 black and white photographs, many that I have not seen published before, that have been collected by the author over many years, covering the type’s early service from its combat debut in the Spanish Civil War, through to the start of World War II with the Polish Campaign, the Phoney War, Norwegian Campaign, the first probing raids over the British Isles, the invasion of the Low Countries and the Battle of France, the Battle of Britain and all the way up to the first night raids of the Blitz in late 1940 and early 1941. Although the format of the book is not big, 19cm x 24.5cm, there are generally only one or two, photographs per page, so they are printed relatively large, allowing much of the detail to be seen. The captions are large, well written, detailed, knowledgeable and informative, indicating that a good deal of research has been done, not only with the selection of the photos but with the story behind the photos too. Individual airframes, codes, units and aircrew have all been identified in the majority of cases. Not all historically accurate books make for good modellers’ books too, but this one does, not only offering loads of possible modelling subjects, but lots of close-up detail shots. In fact my only negative caveat is the occasional misidentification of He 111H and P airframes, but these are far and few between and in no way detract from the overall significance and usefulness of the book. www.pen-and-sword.co.uk
Neil Robinson The Fighting America flying boats of
World War I Volume Two Author: Colin Owers Publisher: Aeronaut ISBN: 978 19358 814 52 Format: Paperback, 280 pages Volume Two concludes Colin Owers’ and Aeronaut’s comprehensive history of the America and Felixstowe flying boats of World War I. Chapter six (volume one ends with chapter five) takes a detailed look at each of the America Flying boats from the early H1s and H4s through to the Curtis built version of the Felixstowe F.5, the F5L, including a section on the Aeromarine civil conversions of the F5L. Chapter seven provides a great deal of information and photographic illustrations of the giant Felixstowe Fury triplane built towards the end of the war and tested post war. Chapter eight takes a look at methods of arming the Americas including various upper wing mounted gun emplacements. Finally Chapter nine covers the various colours and markings that the Americas and Felixstowes sported including the colourful late war dazzle paint schemes. Overall this is a superb conclusion full of information, period photographs, drawings and colourful profiles that is well worth investing in, especially if you have one of Wingnut Wings’ or Roden’s impressive kits in your stash. www.aeronautbooks.com
Dave Hooper Albatros Aircraft of World War I: Volume One Early Two Seaters Author: Jack Herris Publisher: Aeronaut ISBN: 978 19358 814 83 Format: Paperback, 212 pages This is a timely publication for those who have the recent Wingnut Wings Albatros B.II. The first of three volumes, volume one covers early two seaters, which is the type that Albatros originally were known for before a certain
single seater scout was designed. The book follows the now very familiar format of the Centennial books in that there is a short introduction describing Albatros Werk before diving straight in to the aircraft, which are presented in designation order. Volume one takes us up to the Albatros C.III. Presumably volume two will concentrate on later C types as well as the Gs and Js, while one assumes that volume three will tackle the Ds. As in previous publications the book is lavishly illustrated with period photographs (440 in total) and colour profiles. There are less scale drawings in this volume, but as good drawings of the early two seaters are fairly easy to come by this does not detract from the comprehensive feel of the book. This really is a stunning reference book and I look forward to seeing the next two volumes. www.aeronautbooks.com
Dave Hooper Airframe Album 11 The Fieseler Fi 156 A Detailed Guide to the Luftwaffe’s Versatile Storch Author: Richard A. Franks Publisher: Valiant Wings ISBN: 978 09935 345 60 Format: Paperback, 130 pages Everytime Mr Franks publishes a book it makes me want to go out and start building kits of whatever the subject is as they are by far and away the best modelling books around. Clearly and precisely laid out, packed with information, and designed to tell the modeller what they needs to know they are building into an impressive one stop reference library on World War II aviation. Long may they continue! This latest covers a popular type, the famous Storch, and follows the usual format with a mass of colour walk around images, colour profiles, kitography, a stunning model build section and of course the ever popular isometric views this time provided by Chris Sandham-Bailey, whose work will be familiar to many readers, and who has managed to add that little bit extra into the current title. All this and more in the most essential title on the Storch you are likely to see if you are planning a modelling project. www.valiant-wings.co.uk
MAY 2017 • VOLUME 39 • ISSUE 03
5 80 M O D E L L E R S
Back to its Eclectic Best
South Cheshire Militaire 26th February 2017 By Geoﬀ Cooper-Smith
multitude of possible headlines for this one, as after losing its venue of many years in the centre of Crewe, South Cheshire Militaire has been in the doldrums for the past couple of years. However for its thirty fourth Annual Show it was back with a bang, arguably bigger and better than ever before at a fantastic new venue, Malbank Sixth Form College, on the outskirts of Nantwich. And it had all the usual attractions which
makes it such a varied, entertaining and family orientated show; military vehicles, diecasts, model boats, a radio controlled arena for aircraft, helicopters and trucks, wargaming, militaria, model railways, fine scale plastic, working dioramas, Darth Vader and his entourage prowling around in the afternoon and a new addition in the form of Lego with some truly fantastic and original creations.
sorted from the parking and unloading through to reasonably priced food from the oﬀ, so that those in need of refreshment and sustenance could have such prior to the doors being flung open to the (many) public. So hearty congratulations to Steve Grosvenor and his crew for turning things around and the 580 crew very look forward to returning next year.
As usual the organisers had it all well
By Show Dragon
ilitary Aviation and Nautical Models, abbreviated to M*A*N Models (careful how you enter this in an internet search engine!) is based near Glasgow, Scotland and was founded by its owner, Peter Bowyer, in 2014. Show Dragon has approached several traders over its short existence to ask them if they could give the readership an insight into their dedication to the show scene, but for various reasons this didn’t reach fruition. Then, as a result of a conversation with Peter last year, Show Dragon started following Peter on his Facebook page. Only then did the extent of his dedication become all too evident. Gradually the idea of showing the commitment, in terms of hours, miles and money, of the various key players in the show scene gestated and culminated in both 580 Modellers and the organiser of a major show agreeing to participate in what Show Dragon is calling the Year of the Dragon. The following are Peters own words: With about a week to go before a show, I tend to scroll through the new releases section on both Hannants and Creative Models websites and place orders. These are delivered by the Friday of a show, with Creative Models usually having the kits delivered next day by DPD, then priced up and boxed ready to go. For a Sunday show, generally on a Friday I check over the van i.e. oil, water and screen wash levels, tyre pressures, all essential considering the mileage covered. On Saturday morning the van is loaded into some semblance of order, although this doesn’t always happen! Then it’s time to chill for a few hours unless someone has
ordered something, which usually happens before a show, so I have to dig out the item, print oﬀ order sheets, pack and post before 1200hrs. Then it’s early to bed, normally around 2000hrs. Reveille is at around 0130hrs and followed by a bite to eat and a cup or two of tea, (can never have enough tea!) with a check for any traﬃc alerts. You will be surprised (possibly not) how often these are not updated. Finally a quick shower, then dressed for the part. Bored yet? A quick check to make sure I have everything including cash box, card machine, etc and yes I have left the house early in the morning and forgotten both. At 0300hrs the postcode for the show venue is punched into the Sat Nav, and I am away. The first pit stop is after about two hours, or so, of driving and entails a brew, check emails, etc, then oﬀ on however many two hour legs it takes before the final leg to the show venue. I always leave home a wee bit early with the intention of getting my head down at the other end, but sometimes it can be quite diﬃcult to sleep, particularly if the only place to park is on the main road and/or the local bobby might ask me to move on. The gates of the venue are opened up anytime from around 0700hrs and I drive round to the back of the venue and park up. At this point, other traders begin to arrive and we have a good chinwag for five or ten minutes, while the venue itself is opened up. The allocated tables are duly found and it’s time to empty the van; hopefully I don’t have far to walk (next to the Fire Exit is the plum location) and can take my time in unloading. Below are the vital statistics for M*A*N Models for 2017 up to the end of February:
82 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
Miles driven: Hours driving: Hours set-up: Hours trading: Hours breakdown: Kits stolen:
5 (Bolton, North Surrey, Huddersfield, Folkestone and Crewe) 2,391 44.5 13.0 31.0 7.5 2
And an update, and slightly changed format to allow a better comparison, for 580 Modellers over the same period: Shows attended: 3 (Bolton, Huddersfield and Crewe) Miles driven: 186 Hours display driven: 7.5 Set-up hours: 5.5 Display hours: 19.0 Take-down hours: 2.3 Exhibitor days: 24 Model days: 82 More on ‘A day in the life of a trader’ and updated statistics next month. I hope you will find this interesting and informative and give you an insight into what a trader has to do to be with you at every show. If you have any comments or ideas as to what else you would like to see, or know about, on the show scene then please do not hesitate to contact [email protected]
F O OT N OT E S
Occasional Out Takes from the JoshiBlob Show By Josh Bennett
with Humbrol 11. After the cockpit had fully dried and cured to the fuselage halves, slight filling was necessary and was done with care. I was required to add four small holes in the engine cowling and I did this with a hot needle. The instructions advise adding the wings to the fuselage at the end of the build after the landing gear, but I followed my usual routine and attached them earlier.
Messerschmitt Bf 109G-2 Kit No: 81750 Scale: 1/48 Type: Injection Moulded Plastic Manufacturer: HobbyBoss Creative Models/Squadron
eing a nice easy kit I very much enjoyed the whole build. I started with the cockpit, brush painting where possible to make weathering, I dry brushed the entire fuselage
Because I couldn't find any mask kits for this particular model I used one of the two canopies supplied with the kit and attached it with PVA before painting. This made sure the cockpit stayed in its prime condition whilst the rest of the model was sprayed. I would later remove the first canopy and add a second that had been painted properly. I began the airbrushing process with a vague preshading attempt, and after twenty four hours had been allowed for drying I sprayed Lifecolor dark green UA411 thinned to a 50/50 ratio Two coats were sprayed over the course of two days and the second was slightly darker. Moving onto the underside, Vallejo model air
light gray 71.050 was sprayed on. Following another thin coat I sprayed the yellow markings with model air medium yellow. Tamiya tape was used here to prevent the paint being in the wrong place. Sometimes you can't go wrong with a paintbrush and I used one to touch up all the areas that looked scruﬀy. After the main paint had dried the landing gear was added with a struggle, also the propeller. I added a panel line wash before the decals then after them. The decals were fairly good quality and were applied with the aid of Micro Sol and Micro Set. A few decals were quite tricky to apply but in the end I just about managed them all. After another panel line wash I mixed a wash of black acrylic, rust colour acrylic and brown and black and rusty chalk dust and water then applied two layers and used a damp cotton bud to remove excess. With this the build was finished and I was pleased with the result. Thank you for reading and if you would like to see the full video time lapse for this build and many other models, please visit my YouTube channel, The JoshiBlob Show.
Bunny Fighter Club
on’t forget to sign up for the BFC to ensure all the best possible discounts available from Eduard, and with Brno on the horizon that over the counter discount will be well worth your while! Membership will get you a fifteen percent 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 barcode used for event discounts. This exclusive tshirt 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
84 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
CO M I N G N E X T M O N T H
SCALE AIRCRAFT MODELLING
VOLUME: 39 ISSUE: 03
Planned for the Scale Aircraft Modelling
May 2017 Proudly Celebrating 38 Years!
Volume 39 Issue 4: June 2017
Blackburn Beverley in 1/144
Published by Guideline Publications & printed by Regal Litho Unit 3, Enigma Building, Bilton Road, Denbigh East, Bletchley,Bucks. MK1 1HW Ph: +44 (0) 1908 274433 Fax: +44 (0) 1908 270614 ISDN: 01908 640154
By Mike Verier
Distributed to the UK and International news trade by: Intermedia http://www.inter-media.co.uk/ via MarketForce (UK) Ltd. 110 Southwark Street, London SE1 0SU http://www.marketforce.co.uk/
Whirlybird Westland Dragonfly HR.3 in 1/72 By Colin ‘Flying’ Pickett
Chairman: Regis Auckland Worldwide Advertising: Tom Foxon, [email protected] Editor: Gary Hatcher, [email protected] Assistant Editor: Karl Robinson Associate Editor: Neil Robinson Newsdesk: Colin 'Flying' Pickett Book Reviews: Ernie Lee News & Industry Editor: Tom Foxon, [email protected]
The Arrow and the Fighting Blackbird The Avro Canada CF-105 Arrow and the Lockheed YF-12 By Tony Grand
Design: Lincoln Rodrigues House Artist: Mark Rolfe, [email protected] North American Contact: Larry Weindorf Post Office Box 21, Annandale, VA 22003 ph: 703-639-7316, [email protected] SAM Subscriptions, SAM Shop & Back Issues: Unit 3, Enigma Building, Bilton Road, Denbigh East, Bletchley,Bucks. MK1 1HW Ph: +44 (0) 1908 274433 Fax: +44 (0) 1908 270614 ISDN: 01908 640154 12 Months' Subscription UK: £49.50, Europe: £64.00 Rest of the World: £85.00 Air Mail Only, USA / Canada Subscriptions: $127.00 Larry Weindorf 2 York Street , Gettysburg PA 17325 USA Ph: 703-639-7316 e-mail: [email protected] Alternatively we can bill you and send an invoice for your 1 year subscription. Payment from overseas should be made by International Money Order or Bankers Draft drawn on the UK branch of the subscriber’s own bank. We also accept payment by Visa and Mastercard, Credit Cards or Delta debit cards, with full name, card number including 3-digit security code, issue number, and expiry date. The Legal Bits: This Magazine is copyrighted material! Scale Aircraft Modelling (ISSN 0956-1420) is sold through the news distribution trade subject to the condition that no material written or pictorial is copied from editorial or advertising pages without the written consent of the publishers. Guideline Publications accepts no liability for the contents of advertisements or the conduct of advertisers. Opinions expressed by authors and reviewers are their own and may not reflect those of the publishers. Unsolicited material sent for publication is welcome on the understanding that it may not be returned unless postage is provided. .
Grumman Tracker With colour artwork and scale drawings by Mark Rolfe
Martlet in 1/72 New tool from Airfix By Rick Greenwood
Thunderbird Six A Haunebu Lecture By Andy McCabe 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. 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. Sunday 21st May 2017 HaMeX presents a new type of show: Extreme Weathering at Hanslope Village Hall, Newport Road, Hanslope, Buckinghamshire, MK19 7NZ. Saturday 27th May 2017 IPMS Torbay & South Devon present Model 2017 at Torquay Town Hall, Castle Circus, Torquay, Devon, TQ1 3DR. Sunday 28th May 2017 Gravesham Military Modelling Society present their annual open day and show at Meopham Fitness and Tennis Centre, Wrotham Road, Meopham, Kent, DA13 0AH. 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. Sunday 11th June 2017 IPMS West Norfolk presents their Annual Show at Downham Market Town Hall, Paradise Road, Downham Market, Norfolk, PE38 9HU. 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. Sunday 25th June 2017 Annual Model Show presented by IPMS Coventry and Warwickshire, in association with the Midland Air Museum, Rowley Road, Baginton, Coventry, CV3 4FR. Sunday 25th June 2017 Ipswich IPMS present a Model Day at the Willow Suite, Gresham Sports and Social Club, 312 Tuddenham Road, Ipswich, Suﬀolk, IP4 3QJ. Saturday 2nd July 2017 HaMeX presents smallspace 6, for all things Science Fiction and Fantasy, at Hanslope Village Hall, Newport Road, Hanslope, Buckinghamshire, MK19 7NZ. Saturday 8th July 2017 Hailsham & District Scale Model Club present their 4th Annual Show at the Civic Community Hall, Vicarage Road, Hailsham, East Sussex, BN27 2AX.
MAY 2017 • VOLUME 39 • ISSUE 03
Babibi Models DDT-01001 1:48 Lockheed-Martin F-16C TuAf Demo Team Aircraft SOLOTURK! DDT-01014 1:72 F-16C Soloturk 2nd & 3rd plane & Wolf Squadron DDT-01015 1:72 F-16D Soloturk 2nd & 3rd plane & Wolf Squadron DDT-01016 1:72 F-16C/F-16D & Block 30-40-50-50M-50+ Main Stencils DDT-01017 1:48 F-16C/F-16D & Block 30-40-50-50M-50+ Main Stencils DDT-01018 1:72 F-16C/F-16D & Block 30-40-50-50M-50+ NEW TAIL ARTS DDT-01019 1:48 F-16C/F-16D & Block 30-40-50-50M-50+ NEW TAIL ARTS DDT-01020 1:72 Airbus A400M Transporter 'Grizzly' for Turkish-UK-France-Luftwaffe and Malaysian Air forces DDT-01021 1:144 Airbus A400M 'Atlas' Multinational for Turkish-UK-France-Luftwaffe and Malaysian Air forces
£12.49 £12.60 £16.20 £4.50 £7.20 £14.99 £17.99 £15.99 £8.99
Berna Decals BER14417 1:144 French Douglas SBD-5 Dauntless over Indochina: 3.F-4 Aircraft carrier Dixmude, Indochina 03/1947, 4.F-9 Aircraft carrier Dixmude, Indochina 1947/48 & 166 GAN 2 Cognac 1944/45 £7.80 BER14418 1:144 Dassault Mirage F.1 M: Ala de Caza 14, 14-31 & 14-22 Nato Tiger Meet 09 Kleine Brogel (1+1 scheme) £8.60 BER14419 1:144 Westland Wyvern S.4: N∞278 - 813 NAS HMS Eagle 1958, N∞138 - 827 £8.60 NAS HMS Eagle 1955, N∞387 - 831 NAS Ark Royal 1957 BER48127 1:48 Fouga CM.175 Zephyr French Aeronavale : SR22 - CEPA 1959, 57.S.31 57S 1960, N∞26 - 59S 1960, 59.S.22 - 59S 1961, N∞22 - 2S 1965, N∞16 - 59S 1970, N∞9 - 59S 1970 & N∞27 - 59S 1993 (8 schemes) 12.60 BER48128 1:48 Fouga CM.175 Zephyr French Aeronavale : N∞16 - 59S Aerobatic Patrol 1961-62, N∞30 - 59S 1962 & N∞17 - 59S Anniversary scheme 1993 (3 special schemes) £12.60 BER48129 1:48 Fouga CM.170 Magister: Patrouille de France (French Air Patrol) 1968 (9 schemes) £8.60 BER72052 1:72 Dassault Super Mystere B.2 Part 1 : N°49 5-NB 'Vendee', N°88 10-RB 'Seine', & N°15 H CEAM ref £10.99 DP Casper DPC48012 1:48 Arabian Hawker Hunter F.6 / FGA.9 Six Day War 1967/Yom Kippur War 1973 £10.80 Dutch Decal DD32032 1:32 AH-64A Klu Last Flight 472 DD48059 1:48 Gloster Meteor F.8 KLu DD48061 1:48 Fairey Firefly, PBY-5 RNeth Navy DD48063 1:48 AH-64A Klu Last Flight 472 DD72086 1:72 AH-64A Klu Last Flight 472 DDC724 1:72 Douglas DC-3 KNILM 'Diamond Flight' Lockheed 14 KNILM Kits-World KW48160 1:48 Republic F-105D Thunderchief 62-4364 Pussy Galore II' 354TH TFS, 355TH TFW; 59-1771 ‘Dynamic Duo II’ Virginia ANG. Dynamic Duo II featured the Rocky and Bullwinkle cartoon characters. KW48161 1:48 Republic F-105D Thunderchief 61-0069 'Cherry Girl' 357TH TFS, 355TH TFW; 59-1739 'Queen of the Fleet' 149 TFS/ 192nd TFG, Virginia ANG, Richmond ANGB, VA. KW48162 1:48 Republic F-105D Thunderchief 60-0504 Memphis Belle II' 357TH TFS, 355TH TFW RTAB (Royal Thai Air Base) Takhli, Thailand, 1967; 61-0165 ‘My Honeypot’ Virginia ANG KW72151 1:72 Republic F-105D Thunderchief 62-4364 Pussy Galore II' 354TH TFS, 355TH TFW; 59-1771 ‘Dynamic Duo II’ Virginia ANG. Dynamic Duo II featured the Rocky and Bullwinkle cartoon characters.. KW72152 1:72 Republic F-105D Thunderchief 61-0069 'Cherry Girl' 357TH TFS, 355TH TFW; 59-1739 'Queen of the Fleet' 149 TFS/ 192nd TFG, Virginia ANG, Richmond ANGB, VA KW72153 1:72 Republic F-105D Thunderchief 60-0504 Memphis Belle II' 357TH TFS, 355TH TFW RTAB (Royal Thai Air Base) Takhli, Thailand, 1967; 61-0165 ‘My Honeypot’ Virginia ANG KW72154 1:72 RAF lettering codes 28 inches high. Sea Grey, used between April 1939 - December 1940. 8 inch high black letters and numbers also included.
Airfix Aircraft kits (injection) AX01005A 1:72 Mitsubishi A6M2b 'Zero' £6.59 AX55116 1:72 Jet Provost T.3/T.3a Starter £9.99 Diorama accessories (injection) AX12010 1:72 Eighth Air Force Boeing B-17G Flying Fortress AND bomber re-supply Set £49.99 Anigrand Craftswork Aircraft kits (resin) ANIG2131 1:72 ShinMaywa US-2 JMSDF STOL Amphibious aircraft £129.40 Arsenal Model Group Aircraft kits (injection) AMG48313 1:48 Polikarpov I-15bis (China & Finnish AF) AMG48317 1:48 Polikarpov DIT-3 with skis AMG48321 1:48 Polikarpov I-15 bis PVRD (ramjet) AMG48711 1:48 Messerschmitt Bf-109A-1 AMG48713 1:48 Messerschmitt Bf-109B-1 AMG48716 1:48 Messerschmitt Bf-109C-1 AMG48719 1:48 Messerschmitt Bf-109D-1
£34.30 £34.30 £34.30 £39.99 £39.99 £39.99 £39.99
Lima November LN20011 1:200 Star Air Boeing 767-200F old and new scheme. LN44584 1:144 Star Air Boeing B767-200F old and new scheme
Mark 1 Decals DMS02 1:144, 1:72 East German Army roundels, 2 sets
Model Maker Decals D48079 1:48 ROCAF F-16A/ B Block 20 70th Anniversary of Japanese surrender AVG marking D48080 1:48 Eurofighter Typhoon 60 Years Luftwaffe TLG 74 D48081 1:48 Sukhoi Su-22 in Polish service part II D48084 1:48 Argentine Mirage Farewell D48092 1:48 Danish F-16 66 years anniversary D72079 1:72 ROCAF F-16A/ B Block 20 70th Anniversary of Japanese surrender AVG marking D72080 1:72 Eurofighter Typhoon 60 Years Luftwaffe TLG 74 D72081 1:72 Sukhoi Su-22 in Polish service part II D72084 1:72 Argentine Mirage Farewell D72092 1:72 Danish f-16 66 yars anniversary Moose Republic Decals RBDS32003 1:32 Crash landed in Sweden. North-American P-51B Mustangs. Nose art for 'Z HUB' and 'Hot Pants' RBDS48020 1:48 Saab Tunnan Part 2 RBDS48021 1:48 Saab Tunnan Part 3. J/S 29A/B/C/D/F Green Tunnan.
£7.80 £8.99 £10.70 £16.30 £7.80 £5.20 £6.50 £7.80 £10.70 £5.20
£7.99 £13.80 £13.80
SBS Model SBSD4817D 1:48 Fokker D XXI. (Twin-Wasp engine) in Finnish Service SBSD7217D 1:72 Fokker D XXI. (Twin-Wasp engine) in Finnish Service
Techmod TM24015 TM24016 TM32064 TM48107 TM48121 TM72161
£9.99 £9.99 £9.99 £7.20 £5.40 £5.40
1:24 Hawker Typhoon Mk.Ib 1:24 Hawker Typhoon Mk.Ib 1:32 Vought F4U-1 Corsair 1:48 U.S. National Insignia 1:48 Vought F4U-1 Corsair 1:72 Vought F4U-1 Corsair
Twosix Silk STS44286 1:144 American McDonnell-Douglas MD-11 STS44288 1:144 KLM Delivery McDonnell-Douglas MD-11
Vingtor (late sheets) VTH72131 1:72 Lockheed-Martin F-35A - RNoAF
Xtradecal X48169 1:48 Messerschmitt Bf-109E/F/G Pt.1 (13) Stab aircraft Bf-109E-3 JG 2 Geschwaderkommodore Oberst Gerd von Massow, Frankfuurst-Redstock 1939-40;Bf-109E-3 III/JG 2 Gruppenkommodoore Major Erich Mix 1940; Bf-109E III/JG 2 France 1940; Bf-109E Stab 1A of the Geschwaderstab Channel coast 1940, yellow nose and rudder; Bf-109F II/JG54 Gruppen Adjutant Eastern Front 1941, uunusual camo, yellow fuselage band and wing tips; Bf-109F-4 Trop II/JG3 Gruppenkommodore Hptm Krahl , Sicily 1942; Bf-109F-4 Trop I./JG27 Tech Officer Rudi Sinner Africa 1942; Bf-109F-2 II./JG53 Lt Jurgen Harder Poland 1941; Bf-109F-4 JG 52 Kommodore Maj Hans Trubenbach Moldova 1942; Bf-109G-2 JG 3 Kommander Maj Wilke, Stalingrad 1942-3; Bf-109G-6 (trop?) 1./JG 77Italy 1944; Bf-109G-6 II/JG 52 Gruppenkommodore and 2nd highest scoring Ace Maj Gerhard Barkhorn, Ukraine 1944; Bf-109G-10 II./JG 52 Gruppen Adjutant Uffz. Anton Kellmayer, Neubiberg 1945. All in different camouflage schemes from BoB, North Africa, Italy, Eastern Front and Reich Defence as flown by higher ranked pilots.
Attack Squadron Aircraft kits (resin) ASQ73003 1:72 PZL P.11/I Prototype Pro-set ASQ73004 1:72 PZL P.7/I Prototype EZ-set resin/PE/decal
NEW KITS A Model Aircraft kits (injection) AMU7225 1:72 Ilyushin Il-14Т "Crate" Polar Expedition on ski's (Includes wheels)
£9.40 £14.99 £14.99 £14.99 £6.99 £14.99
1:72 RAF lettering codes 24 inches high. Sea Grey, used between April 1939 December 1940. 8 inch high black letters and numbers also included.
AZ Model Aircraft kits (injection) AZM74061 1:72 Re-release! Grunau Baby IIb Germany (4 camouflage schemes, 2in1) Dragon Aircraft kits (injection) DN5522 1:48 Focke-Wulf Ta-154A-0 Nachtjager 3 in 1 Eduard Aircraft kits (injection) EDK2116 1:72 Re-released! Mil Mi-24 in Czech and Czechoslovak service DUAL COMBO Mi-24 1/72 in Limited edition. Dual Combo. Plastic parts: Zvezda 100+ pages book about Mi-24 and Mi-35 service in Czechoslovak/Czech AF (in Czech language, download English translation) EDK70103 1:72 Avia B-534 early series DUAL COMBO EDK82115 1:48 Messerschmitt Bf-109F-2 EDK8493 1:48 Fokker F.I ICM Aircraft kits (injection) ICM48235 1:48 Junkers Ju-88A-11 WWII German Bomber ICM72075 1:72 Polikarpov I-153 WWII Finnish Air Force Fighter (winter version on ski's) ICM72305 1:72 Dornier Do-215B-4, WWII Recon version
Italeri Aircraft kits (injection) IT1389 1:72 Savoia-Marchetti SM.82 'Marsupiale' IT1393 1:72 Douglas DC-3 Dakota 'Breitling' IT2506 1:32 Lockheed-Martin F-35A Lightning II. 100% NEW MOULD Kitty Hawk Model Aircraft kits (injection) KH80126 1:48 Kaman SH-2G Super Seasprite KH80137 1:48 Dassault Etendard IVP/IVM KH80144 1:48 Sukhoi Su-17M3/M4 Fitter Kovozavody Prostejov Aircraft kits (injection) KPM7275 1:72 Zlin Z-226A Acrobat KPM7281 1:72 Messerschmitt Bf-108B "In Axis Service" (ex Fly) KPM7282 1:72 Messerschmitt Bf-108B "In Foreign Service" (ex Fly)
£65.20 £24.70 £27.80 £19.50
Lukgraph Aircraft kits (resin) LUK3209 1:32 Vought SBU-1 Corsair
£41.99 £21.99 £99.99
£43.99 £43.99 £54.99
£10.40 £11.99 £11.99
Minicraft Aircraft kits (injection) MC11675 1:48 Cessna 150 MC11677 1:48 Piper Cherokee
Miniwing Aircraft kits (resin) MINI084 1:144 Gloster Meteor T.7
Modelsvit Aircraft kits (injection) MSVIT72034 1:72 Dassault Mirage III V-02; MSVIT72047 1:72 Sukhoi Su-17M3 advanced fighter-bomber
Revell Aircraft kits (injection) RV3927 1:32 Supermarine Spitfire Mk.IXC RV3937 1:144 Embraer ERJ-190 "Lufthansa"
RS Models RSMI92180 RSMI92207 RSMI92208
Aircraft kits (injection) 1:72 Re-released! Kawasaki Ki-61 I Hei 1:72 North-American NAA-64 P-2 'North' 1:72 North-American NA-64 'Yale'
exhaust collector for Fokker D.VII (Eduard)
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RVHP Models Aircraft kits (resin) RVH72096 1:72 Beech King Air C-90A (Czech ABA Air)
Sword Aircraft kits (injection) SW72102 1:72 Kawasaki Ki-102b Otsu (Randy) The kit contains plastic parts only. NEW TOOLING!
Valom Aircraft kits (injection) VAL14420 1:144 Nieuport 11 vs. Fokker E.III (2+2 in 1) (Dual Combo with 2 of each) VAL72058 1:72 Handley-Page Sparrow
Welsh Models Aircraft kits (resin and vacform) WHMT7214 1:72 de Havilland DH.106 1A - Twin RCAF decal choices vacform fuselage Aircraft kits (resin) WHPJW91R 1:144 H Devon C.Mk.2 Twin Decal choice RAF or Malaysian Air force WHSL359P 1:144 Fairchild FH-227E Aerocarbrie of Mexico vacform kit with resin fuselage WHSL370R 1:144 Hawker-Siddeley HS.748 - Dan-Air WHSL372R 1:144 HP Herald 100srs - BEA Red Square WHSL373R 1:144 Casa 212 Aviocar - Evergreen Cargo WHY07R 1:144 Armstrong-Whitworth AW.15 Atalanta Imperial Airways. Armstrong Whitworth Atalanta WHY08R 1:144 Short S.23 C Class Empire flying boat Tasman Empire Airways/Qantas Wingnut Wings Aircraft kits (injection) WNW32003 1:32 Royal_Aircraft_Factory S.E.5a 'Hisso' WNW32004 1:32 Bristol F.2B Fighter WNW32007 1:32 Airco DH.9a 'Ninak' WNW32013 1:32 Sopwith Pup RFC WNW32014 1:32 Royal_Aircraft_Factory Fe.2b early version. WNW32017 1:32 Roland D.VIb WNW32019 1:32 Pfalz D.XII WNW32020 1:32 Sopwith Snipe early version. WNW32021 1:32 Fokker E.I monoplane. WNW32022 1:32 Roland D.VIa WNW32026 1:32 Roland C.II WNW32029 1:32 Fokker E.IV Monoplane. WNW32034 1:32 AEG G.IV (Early) WNW32036 1:32 Hansa-Brandenburg W.12 (Early) WNW3203 1:32 Rumpler C.IV late version. WNW32041 1:32 Roland C.IIA late version. WNW32042 1:32 AEG G.IV (Late) WNW32046 1:32 Albatros B.II Early version WNW32050 1:32 Felixstowe F.2a (Early) Flying Boat. WNW32054 1:32 Sopwith Snipe late version. WNW32060 1:32 Bristol F.2B Fighter Late Version WNW32066 1:32 Felixstowe F.2a (late version) Flying Boat. WNW32801 1:32 Felixstowe F.2a & Hansa-Brandenburg W.29
New Accessories Armory Aircraft engines and propellers (resin) ARACA4817 1:48 BMW D.IIIa aircraft engine resin+PE set with
AMU72258 1:72 Ilyushin Il-14Т "Crate" Polar Expedition on ski's £42.50
AZM74061 1:72 Re-release! Grunau Baby IIb Germany (4 camo schemes, 2in1) £9.99
£30.99 £38.40 £40.99 £47.50 £35.99 £47.50 £47.99
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Barracuda Studios Aircraft detailing sets (resin) For Revell/Monogram kit) BR72296 1:72 Rockwell B-1B Lancer Nose and Tail Correction Set - Late BR72298 1:72 Rockwell B-1B Lancer Late Exhausts with Nacelle Correction. BR72300 1:72 Rockwell B-1B Lancer Lancer Engine Intake Set. BR72301 1:72 Rockwell B-1B Lancer Lancer Wing Glove Set BR72299 1:72 Rockwell B-1B Lancer Lancer Main and Nose Wheel Set.
£25.99 £35.99 £35.99 £11.99 £19.99
CMK/Czech Master Kits Aircraft detailing sets (resin) CMK7362 1:72 BAe Harrier GR.Mk.7A - 1/72 Cockpit set (Airfix) £10.30 CMK7363 1:72 BAe Harrier GR.Mk.7A - 1/72 Engine set (Airfix) £13.70 CMK7364 1:72 BAe Harrier GR.Mk.7A - 1/72 Control Surfaces set (Airfix) £9.70 CMQ48270 1:48 Republic RF-84F Thunderflash - Correction Wing Flaps (TAN Model) £5.60 CMQ48271 1:48 Republic RF-84F Thunderflash - Correction 1/48 Wing Ailerons (TAN Model kits) £5.60 CMQ48268 1:48 Republic RF-84F Thunderflash Correction Martin Baker GY5/GT5 Seat with Harness (TAN Model kits). £4.30 CMQ48272 1:48 CAC CA-13 Boomerang/CAC CA-9 Wirraway Wheels (Special Hobby) £3.40 Diorama accessories (resin) CMK8054 1:48 MA-1A - 1/48 USAF Start Cart High pressure air starter unit £19.40 Figures (resin) CMF32318 1:32 Soviet Yak-3 Pilot running towards his aircraft (Special Hobby) £12.99 Eduard Aircraft detailing sets (etched) ED32402 1:32 Hawker Tempest Mk.II landing flaps (Special Hobby kits) ED32905 1:32 Hawker Tempest Mk.II (Special Hobby kits) ED32906 1:32 Hawker Tempest Mk.II seatbelts STEEL (Special Hobby kits) ED33165 1:32 Hawker Tempest Mk.II 1/32 (Special Hobby kits) ED36355 1:32 155mm Gun M40 U.S. Self-Propelled perforated platform (Tamiya kits) ED48919 1:48 Messerschmitt Bf-109F-2 (Eduard kits) ED48920 1:48 Kawasaki Ki-61-Id Hien landing flaps (Tamiya kits) ED48921 1:48 Sukhoi Su-34 Fullback exterior (HobbyBoss kits) ED49819 1:48 Piasecki H-21C Flying Banana cockpit seatbelts STEEL (Italeri kits) ED49820 1:48 Piasecki H-21C Flying Banana cargo interior seats STEEL (Italeri kits) ED49821 1:48 Piasecki H-21C Flying Banana (Italeri kits) ED49822 1:48 Kawasaki Ki-61-Id Hien (Tamiya kits) ED49823 1:48 Kawasaki Ki-61-Id Hien seatbelts STEEL (Tamiya kits) ED49824 1:48 Sukhoi Su-34 Fullback interior (HobbyBoss kits) ED49825 1:48 Sukhoi Su-34 Fullback seatbelts STEEL (HobbyBoss kits)£7.20 ED72647 1:72 Dornier Do-17Z-2 bomb bay (ICM kits) ED72648 1:72 Dornier Do-17Z-2 landing flaps (ICM kits) ED73583 1:72 Dassault Mirage F.1B (Special Hobby kits) ED73584 1:72 Dornier Do-17Z-2 (ICM kits) ED73585 1:72 Dornier Do-17Z-2 seatbelts STEEL (ICM kits) EDFE821 1:48 Piasecki H-21C Flying Banana (Italeri kits) EDFE822 1:48 Kawasaki Ki-61-Id Hien (Tamiya kits)
EDK2116 1:72 Mil Mi-24 ICM48235 in Czech and Czech 1:48 Junkers Ju-88A-11 service DUAL COMBO WWII German Bomber Mi-24 £65.20 £27.99
MSVIT72034 1:72 Dassault Mirage III V-02 £34.99
£24.70 £17.60 £9.70 £12.99 £17.60 £12.99 £19.50 £17.60 £5.20 £17.60 £21.50 £17.60 £3.99 £12.99
£14.99 £14.99 £16.20 £19.50 £5.20 £12.99 £9.70
EDFE824 1:48 Sukhoi Su-34 Fullback (Hobby Boss kits) EDFE827 1:48 Seatbelts IJAAF WWII STEEL EDFE828 1:48 Seatbelts USN WWII fighters STEEL EDSS583 1:72 Dassault Mirage F.1B (Special Hobby kits) EDSS584 1:72 Dornier Do-17Z-2 (ICM kits) EDSS590 1:72 Seatbelts IJAAF WWII STEEL (Eduard kits) EDSS591 1:72 Seatbelts USN WWII fighters STEEL Aircraft paint masks (self adhesive) EDCX481 1:72 Avia B-534 early series 1/72 (Eduard kits) EDEX548 1:72 Kawasaki Ki-61-Id Hien 1/48 (Tamiya kits) EDEX549 1:72 Messerschmitt Bf-109F-2 1/48 (Eduard kits) EDEX550 1:72 Sukhoi Su-34 Fullback 1/48 (HobbyBoss kits) EDJX199 1:32 Hawker Tempest Mk.II (Special Hobby kits) ED53185 1:350 USS Iwo Jima LHD-7 pt.4 railings & safety nets 1/350 (Trumpeter kits)
£9.70 £5.20 £5.20 £9.70 £9.70 £5.20 £5.20 £7.20 £7.20 £6.50 £7.20 £8.40 £35.80
Eduard Big-Ed Aircraft detailing sets (etched) EBIG3374 1:32 Boeing B-17E/F Flying Fortress PART 1 1/32 (Hong Kong Model) This Big-Ed set includes all these Eduard sets.... ED32397 B-17E/F engines ED32897 B-17E/F seatbelts STEEL ED32399 B-17E/F undercarriage ED32400 B-17E/F bomb bay £51.80 EBIG49169 1:48 Grumman F-14A Tomcat 1/48 (Tamiya) This Big-Ed set includes all these Eduard sets.... EDEX540 F-14A · ED48909 F-14A exterior ED48910 F-14A engines ED49805 F-14A interior ED49806 F-14A seatbelts STEEL £48.50 EBIG72125 1:72 Focke-Wulf Fw-189A-1 (ICM kits) This Big-Ed set includes all these Eduard sets... EDCX474 Fw-189A-1 ED72643 Fw-189A-1 landing flaps ED73579 Fw-189A-1 £30.40 Eduard Brassin Aircraft detailing sets (resin) ED648276 1:48 CBU-105 ED648294 1:48 GBU-39 w/ BRU-61 ED648307 1:48 Supermarine Spitfire Mk.XVI top cowl (Eduard) ED672070 1:72 IRIS-T ED672150 1:72 Supermarine Spitfire Mk.IXc gun bays (Eduard) ED672151 1:72 R-73 / AA-11 Archer ED672155 1:72 Supermarine Spitfire Mk.VIII top cowl (Eduard) SIN64829 1:48 Messerschmitt Bf-109F ESSENTIAL 1/48 (Eduard kits) ED632092 1:32 de Havilland Mosquito Mk.VI left engine (Tamiya) ED648311 1:48 Grumman F-14A Tomcat exhaust nozzles (Tamiya) ED648314 1:48 McDonnell F-4J Phantom exhaust nozzles (Zoukei Mura) ED648316 1:48 Kawasaki Ki-61-Id Hien exhaust stacks (Tamiya) ED648313 1:48 McDonnell F-4J Phantom wheels (Zoukei Mura) Freightdog Aircraft conversions (resin) FDR48M01 1:48 DH Mosquito PR.34 (early) conversion set (Airfix PR.XVI) FDR72100 1:72 Hawker Hunter T.12 conversion set (Xtrakit T.7) FDR72101 1:72 Supermarine Spitfire FR.XVIII conversion set (Sword FR.XIVe) Aircraft detailing sets (resin) FDR72102 1:72 DH Mosquito 100 gal slipper tanks (Tamiya) FDR72103 1:72 Mark 7 Nuclear bomb (for US 1950s types)
£9.70 £9.70 £3.70 £6.50 £9.70 £6.50 £3.70 £32.60 £38.99 £22.80 £22.80 £5.20 £5.20
£15.00 £10.00 £4.00 £4.00 £5.00
HAD Models Aircraft wheels (resin) HUN248001 1:32 Mikoyan MiG-31BM Foxhound Wheel set (Avant Garde) £10.99 SBS48051 1:48 Dassault Mirage 5 cockpit set (Kinetic Model) includes
RSMI92208 1:72 North-American NA-64 'Yale' £14.99
VAL72058 1:72 Handley-Page Sparrow £35.60
VAL14420 1:144 Nieuport 11 vs. Fokker E.III (Dual Combo with 2 of each) £13.99
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Tackling Augsburg’s Early Eagles By Gary Hatcher
Kit No: 48711 Scale: 1/48 Type: Injection Moulded Plastic Manufacturer: AMG Hannants
went through a fairly hefty phase of modelling the Luftwaﬀe in 1/48, which ground to a halt around three years ago after an extended period of failing to finish a 1/48 Ju 88. I had assumed, when I finally allowed myself to take on the genre and scale, that 1/48 Luftwaﬀe modellers were spoon fed, that pretty much anything that had flown with a swastika could be had for the taking and that I was in for an easy ride. Somewhat to my surprise I found out that quite the opposite was true and that while Bf 109s and Fw 190s could be found all over the modelling press and the Internet in a superabundance, outside a handful of other popular types there was actually very little to choose from that wasn’t dated, inaccurate, out of production or simply beyond my modelling skills. I finally quit with a handful of Messerschmitts finished and very little else, frustrated by the lack of real choice.
Returning to the subject after a break it is to the discovery that a lot of the issues that had thwarted me before have been addressed. ICM’s growing collection of twin engine bombers is gradually replacing a great deal of long-term loft insulation, and the icing on the cake for this modeller is the impending new tool Hs 123 from Gaspatch, the announcement of which was directly responsible for me looking into the Luftwaﬀe as a modelling subject again. Of course there are still a lot of gaps in the canon. A mass of trainers and light transports still cry out for mainstream kits, but with Special Hobby’s beautiful little Bu 181 now lined up next to the Eduard Bf 108 it can only be a matter of time before someone starts tooling all those Klemms… One kit that had been high on my wish list was an early Bf 109. Classic Airframes’ kits were out of production and could not be found at any price. Hobbycraft’s tooling had very serious shape issues with the upper cowling that defied my best eﬀorts to rectify, and although I dropped innumerable hints to Uncle Eduard to the eﬀect that a Brassin set to convert their Bf 109E1 might be nice they very wisely ignored me. Enter then AMG. Out of the blue came the announcement of four boxings oﬀering early Bf 109s, marketed as A, B, C and D variants. The kits looked excellent with comprehensive mixed media presentations that included etch, resin details and four marking options in each box. Better still, none of them oﬀered Spanish Civil
War aircraft, an all too frequent route taken by modellers building the early series 109s, and one I was anxious to avoid as the 70/71 scheme with the red tail band is, to my eyes, by far and away the best looking option for any mark of Bf 109. Looking at images online of the various boxings I found myself anticipating anything but the A, as this is presented with four aircraft in camo schemes, none of which included the tail band, a matter about which I had some misgivings. Consequently when the review sample turned out to be 48711 Messerschmitt Bf 109A-1 I decided that a closer look into the world of early Bf 109s was warranted to find out if, in fact, the kit options were based on any aircraft that could be conclusively identified. My first recourse was to contact AMG and ask about the source of their information. The second was to contact Valiant Wings, who kindly provided a copy of Richard Franks’ The Bf 109 Early Series (V1 to E-9 including the T-Series), which book was to spend a lot of time open on my workbench over the ensuing weeks. The first problem the modeller is confronted with is that no two sources can agree on what, if anything, actually constitutes a Bf 109A. Many in fact state categorically that no such variant existed. Franks’ book states that only three machines existed that ‘are best considered as A-series’, these being three preproduction machines W/Nrs 808, 809 and 810. Any production batches are, we are advised, B-0 or B-1, and according
AMG oﬀer four markings options in each boxing
The etched fret provided is generic and covers any of the four kits
Resin parts include main gear doors, guns and the under wing oil cooler. The rubber tyres are a matter of taste
Work starts on the cockpit. Sidewall inserts are provided
Stencils and national markings as provided, these are the same in all four boxings
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Work underway fitting all the basic parts prior to undercoating. Note the map case on the wrong side
Wheel well inserts fit nicely between the wing halves
MAY 2017 • VOLUME 39 • ISSUE 03
SAM SUBS SEC TION
The finished cockpit. The map case is in the wrong place and the red handle on the lower panel was subsequently removed but the finished interior passes muster through the canopy
The etched instrument panel as provided in two parts, with film instrument dials in place
The wings were assembled and clamped overnight. All control surfaces are separate to the information in what seems a well produced and authoritative book the features that AMG attribute to their A-1 are applicable solely to a batch of aircraft that seem to follow on from the V4 prototype. These again are all apparently preproduction machines and most seem to have gone to Spain. The most immediately obvious features of these machines are the capped spinner, the lack of cooling vents at the front of the cowling and the triple wire for the FuG VII radio. Faced with a lack of definite information, a great deal of supposition and some entirely baseless assumptions, I decided to plan my model around the best information I had to hand, see what I actually had in the box and make the best decision I could based on such evidence as was incontrovertible. It has to be said that the kit is very thorough in what it provides, with optional parts in the box to allow pretty much any airframe with long leading edge slats and no wing armament. I assume the B boxing is identical save for the decal sheet and instructions. Looking at what I had then, the only question I needed to resolve was what markings I could source that I was able to identify to a specific equipment fit. AMG had provided me with four images on which they advised their decal options for the A were based, however while
Port sidewall detail. I changed the plastic throttle controls for spare etched parts by Eduard some of these did display features that could include them as part of the batch of B-1s identified by Mr. Franks, all of them clearly had red tail bands, albeit blanked out by a censor, as the original images, which I sadly do not have permission to reproduce, had presumably been behind the Iron Curtain since the end of World War II and the swastikas had been obliterated. Looking further afield I found no images whatsoever that depicted aircraft fitting this description without tail bands. At this point I put out a request to my Reviews Team and began trying to track down a copy of Aeromaster’s Birth of the Luftwaﬀe sheet, which not only has a red tail band for a Bf 109, but also a couple of
2 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
The basic interior primed with RLM02. Lifecolor paints were used throughout options for the He 51, a kit I have in hand and one that is high on my list of things to do. Failing to find any aircraft, A or B, that did not have the red band – Franks’ book tells me they were not phased out until early 1939, by which time it is unlikely that any early Bs would have remained in service unmodified – I decided to crack on and get the kit built pending the arrival of the crucial decals, failing which I would bite the bullet and mask up the tail and paint it. This was a task that would probably not have been as onerous as I initially feared, but one I was keen to avoid. First things first then. The cockpit is reasonably well appointed and can be improved upon by referencing the Valiant Wings In Detail pages. Most surviving close up images of early B-1s are of the example captured in Spain and
The finished interior with Eduard’s belts in place exhaustively examined by the Russians. I added a little spare Eduard etch to the interior, scratch built a couple of levers and added prepainted seatbelts before closing things up, leaving the main panel oﬀ until later as this can be fitted immediately prior to the windscreen, thus avoiding any damage while masking up the cockpit aperture for painting. The instructions are a little vague as to some elements of the etched fret. The map pocket for instance, according to reference photos belongs on the port sidewall, leaving the starboard side fairly bare, while the precise placement of some of the levers remains a mystery. I did the best I could based on the photos I could find. Wings were next, and these assemble fairly easily. The wheel wells were sandwiched between the main lower wing and the two upper halves and this assembly was then attached to the fuselage with little eﬀort and just a touch of filler at the rear. Less easy were the flaps, slats and ailerons, none of which fitted tightly enough in the closed position, but as I am a modeller who dislikes everything open then closed they had to be. A little bit of filling and rescribing happened around the wing root as a result of trying to get a
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Eduard’s rudder in place on the AMG tail
Work underway on the front end of the model. A lot of care and attention is necessary to achieve a good fit flush fit, but I have come to expect this of kits that present this kind of choice so I was not unprepared. One oddity is the inclusion of separate clear inserts for the wingtips to allow the tiny formation lights to be modelled. This would have required me to mask up a little pip the size of a pinhead so I simply faired them in and sanded them flush, resolving to replace them with a blob of PVA and some clear paint at the end of the build. Next up came an area I had been viewing with some trepidation. The kit has two halves of an engine moulded integrally with the fuselage sides, along with a number of parts both plastic and etch to detail the power plant should one wish to display it with the cowling oﬀ. All well and good but if you are one of the many, many modellers who won’t choose to go down that path then you are confronted with a fairly nail biting eﬀort to get the various parts of the cowling to fit around it. This includes three parts for the upper cowling, as the front section is separate to allow for the later B series part with the gun cooling slots, two parts that hold the exhausts, and the two halves of the radiator, along with its interior components. In the end I managed to achieve something that was just about passable, and spent some time filling and rescribing various seams around the nose end. This was a low point in the build for me. Looking at the crisp flawless cowlings on the Eduard E-3s and E4s that this model will be sitting next to I can’t help but wonder how long it will be before I decide my eﬀorts were not up to the mark… With this out of the way it was on
The Luftwaﬀe splinter pattern is a chore to mask but always looks good once finished
This is the slotted later cowling option. I gather aircraft were retrofitted following experience with the 109 in combat in Spain
The undercarriage legs are a butt joint. These are best fitted earlier in the build as they need a fair amount of gluing and fettling to get them sitting correctly
Point of no return… With the non slotted cowling front fitted clean-up work continues on the cowling area to the tail. The rudder and tail planes did not fit particularly well, and realising that I might be obliged to mask up and paint the red tail band I ended up replacing the rudder with a spare Eduard part, which also has the marker light at the bottom missing from the kit item. The kit rudder is okay, but its mating face is very rounded and left far too deep a trench to bridge with either decals or painting for the red band. Had I gone with the kit options and left oﬀ the tail band it would have been fine. The canopy is fairly nicely tooled, but it did need a little sanding to get all three parts to sit in place. Masks are provided but while they are a good fit on the centre and rear sections they do not fit on the windscreen at all. I mixed and matched and managed to get it all ready for painting without too much fuss. So on to the painting then. Thanks to Tim Skeet who came through with a decal sheet from a Classic Airframes Bf-109C. This not only included a red tail band but also has the Bernburger Jaeger image that does not feature on any of the AMG kits, and which may well find its way on to an Eduard E-1 once I have built a few Dorniers and Ju 88s. This meant I was able to get on with the paint job, which was a basic RLM 70/71 splinter over RLM 65 undersides So what aircraft was I going to depict? The kit options are described as follows: • Bf 109A-1 Yellow 1 I/JG136, summer 1937 • Bf 109A-1 II/JG132 Richtofen, Koln, April 1937 • Bf 109A-1 Yellow 10 III/JG132
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Richtofen, Koln, April 1937 • Bf 109A-1 Red 5 I/JG134, summer 1937 All are shown as being in the 70/71 over 65 scheme with the plain black swastika on the vertical tail, not crossing the rudder hinge line. None carry the red tail band. I do not intend to dispute the actual variants, as whether or not they are As, Bs, B-0s or B-1s is a matter for the experts, but I am positive the tail bands should be there. Of the four images sent to me by the manufacturer three very clearly show the band, albeit heavily blanked out. The fourth, Red 5, shows only the side of the cockpit and the centre fuselage so to be honest it is not only impossible to conclude what the tail markings were, but also what configuration of prop and cowling front it might have been carrying. I assume whoever provided the images has more information that places them with the respective units and locations but as I could find no trace of either images or data pertaining to the usage of these particular aircraft other than the ones that went to Spain I decided to err on the side of caution. I based my finished model on a widely published image showing a line-up of aircraft including several without cowling slots and with the early wooden prop. None of these have code numbers, and the unit and location are not recorded, but by now I had decided that with a deadline pressing I needed simply to crack on and get the model finished. Another of my personal modelling idiosyncrasies is that I dislike modelling aircraft I can’t identify. Had I managed to get my hands on the red tail band before I
had assembled the cowling I might well have gone for the slotted front section and the later style prop as there are one or two better recorded later B-1s that I could have modelled. I very nearly finished it in Condor Legion markings rather than leave it so vague so this stateless creature may well, as and when I can source a set of markings, find itself stripped down and turned into the V4 prototype, an aircraft that is both attractive and comparatively well documented.
Conclusion So how much egg on my face this month? That is a matter of opinion, I would say. Firstly I have to confirm the kit is excellent, oﬀering a full range of options that allow all the early B models to be built. By and large it is not a diﬃcult kit to build although I would have preferred some of the options to be a little less weighted in favour of actually choosing them. The fit of parts around the cowling calls for a degree of precision that is a little out of my reach, while the rudder and control surfaces are fine so long as you don’t mind them all hanging down. These of course are matters of competence rather than issues with the kit. Any half decent modeller will be able to make a great job of this package and we are fortunate that AMG have addressed this long neglected subject so thoroughly. There are some areas I would have like to have seen done diﬀerently, but again these are matters of taste. The rubber tyres I consigned immediately to the bin and the wingtip transparencies simply made extra work. As for the
MAY 2017 • VOLUME 39 • ISSUE 03
SAM SUBS SEC TION
One of many inconclusive images that don’t really tell all the story. The aerial fit suggests an early B-1 but neither cowling nor prop can be conclusively identified
Further confusion! This machine has the three aerial wires and no cooling slots on the cowling but the spinner tells a diﬀerent story
Is it an A, a B, a B-0, a B-1 or something else? No one single feature seems to determine the precise identity of these early machines, certainly not on any of the images I was able to trace
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engine my personal contention is that anyone wanting to model this area open will probably be looking for more detail than the kit contains. The main gear legs are a tense butt joint as well, and their fit and location is something that is best tackled early in the build before you have them all finished and painted. But my main issue with this particular boxing is with the markings. I assume AMG have access to some material that no one else has seen, including both Mr. Richard Franks and Mr. Neil Robinson, as the images they sent me were certainly none that I had ever come across before, being actual photographs of 1930s snapshots, complete with white wavy borders and censorship markings from whatever post World War II authority uncovered them. Their authenticity seems beyond doubt, but I personally do take issue with the manufacturer’s interpretation. To my eye there are clearly red tail bands, and this is in keeping with the dates they cite for the options in the kit. Why they have decided to omit them from the kit remains obscure. It is a matter that can be remedied by sourcing an aftermarket decal sheet or with some careful masking, but it really does seem such a needless and irritating oversight to me. No doubt the experts will know diﬀerent. I am sure a comprehensive Spanish Civil War boxing will follow in the fullness of time, but for now both long and short slatted Bf 109s are readily available again in some attractive pre war markings. Thanks then to AMG for a bold broadside of kit releases that allow such scope and opportunity for the modeller.
Valiant Wings’ excellent book was employed as my prime reference source. Few sources seem to agree on this particular subject but this work, by modellers and specifically aimed at modellers, oﬀers a step by step walk through the early development of the aircraft and with its clear and concise layout is highly recommended
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Under the Skin On Encounters with Oﬃcial and Colloquial Colour Nomenclature
hen I was a very young modeller, my father owned a white Austin 1100 saloon car, which he had bought new. By the time that I had reached an age where I was allowed to try and finish my latest Airfix kit with Humbrol paint in the early 1970s, the 1100 had started to rust. The sills that ran along the bottom of the doors were notorious for this but Dad was equal to the challenge and fought a running battle with the corrosion employing emery cloth and some strong smelling paint, which I was not allowed anywhere near under any circumstances! One Saturday morning I was occupied in daubing some Humbrol 22 Gloss White on to the under surfaces of an Airfix Sunderland in the back room whilst Dad was outside working on the car. On being called in for a cup of coﬀee by my mother, Dad started to tell her that having finished removing the latest rust spots to emerge and applying the primer, he was going to have to go to the car accessory shop after lunch to get some white paint to finish the job. He didn't sound very happy about it, but whether this was due to the time, trouble, expense or a combination of these factors I couldn't tell. Being a dutiful son, I immediately oﬀered him the use of my tin of Humbrol 22. It was gloss white. The car was gloss white. If he used some of my paint, he wouldn't have to go to the shop. Looking vaguely amused, he told me that the Humbrol couldn't be used for the job because it was the wrong colour. ‘Eh?’ I said. ‘But Dad, it's white!’ From upstairs, he produced the car's logbook and bade me to look inside where the colour of the car was described. According to the book, it was a colour called Snowberry White. He then went on to explain that there was more than one shade of white and that he needed a can of the correct Snowbwerry White colour from the shop so that when it was applied to the car, the repaired segments would match the rest of the vehicle. To illustrate the point, he took my tin of Humbrol outside and showed me the diﬀerence in hue between the lid of the paint tin and the bonnet of the car. Sure enough, they were completely diﬀerent. With the benefit of hindsight, I can see this as my first real encounter with some kind of oﬃcial colour nomenclature. I suppose that I already had a primitive understanding of
By Paul Lucas the importance of colour nomenclature because of the way that the instructions for plastic kits were presented. Airfix always gave the paint names and numbers for their own brand paints in their kit instructions but this caused me problems because none of the shops from where I obtained my kits stocked Airfix paint, they all stocked the Humbrol range, which used diﬀerent names and numbers. Thus I was reduced to trying to match Humbrol paints to Airfix instructions, usually by way of Roy Cross' excellent artwork on the box top. The Sunderland artwork was a classic of its kind and my model ended up being finished in Humbrol Matt Sea Grey 27 and Matt Dark Green 30 on the upper surfaces whilst the under surfaces were of course Gloss White 22. Little did I then realise that similar problems existed with written instructions for painting real aeroplanes and that as a consequence, many of the questions I am now faced with whilst researching aircraft camouflage policy are the result of the senior oﬃcers who set the policy having little or no grasp of the technicalities of painting an aircraft, including the correct nomenclature for the colour of the paint. For example, at the height of the siege of Malta during the summer of 1942, AHQ Malta decided to change the camouflage requirement for Spitfires being dispatched to the Island, and the Senior Air Staﬀ Oﬃcer (SASO) was told to notify the Air Ministry of the required changes. Instead of consulting a more junior oﬃcer who might have had a technical understanding of the subject from an engineering point of view and who could have identified the required colours by their correct names and Vocabulary of Stores Section 33B reference numbers, the SASO appears to have tried to do the job himself and supplied the Air Ministry with colloquial descriptions of at least two of the three colours required. There is no room here to go into the colloquialisms given to describe the two colours of the disruptive scheme that the SASO requested be applied to the upper surfaces, suﬃce to say that it is possible to interpret both of these colloquialisms in more than one way. On the other hand, he appeared to be very clear about what colour he wanted on the under
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surfaces. He asked for the under surfaces to be finished light Mediterranean blue. Unfortunately there is no way of knowing what the SASO actually meant by the use of this term. Did he actually mean the colour that was oﬃcially called Light Mediterranean Blue, available in a variety of diﬀerent size containers of aircraft finish specification materials in the RAF Vocabulary of Stores Section 33B? Given that the two upper surface colours were described colloquially, in my opinion it seems likely that the SASO's reference to light Mediterranean blue was also a colloquialism. If this was the case, did the SASO use the phrase light Mediterranean blue, to mean the light blue that is used in the Mediterranean, which was oﬃcially named Azure Blue? If he did, was he under the impression that this was the same light blue colour that was being used on Malta at that time, which may actually have been Sky Blue, and which was described in other policy documents as duck egg blue? Irrespective of what the SASO had in mind when he asked for the under surfaces to be light Mediterranean blue, the Air Ministry took him at his word and because there actually was a colour in the Vocabulary of Stores called Light Mediterranean Blue it was arranged for this colour to be applied to the under surfaces of Spitfires bound for Malta. As a result, DTD Technical Circular No.360 Issue 1 dated February 1943 specifically stated that ‘...the under surfaces of Day Fighters for Malta are coloured Light Mediterranean Blue.’ If the SASO had consulted an engineering oﬃcer then he might have been able to convey concisely and accurately the required camouflage scheme to the Air Ministry. Not only would this have aided the prosecution of the war at the time, but it would have also have left behind a documentary record that would clearly and unambiguously identify the camouflage scheme applied to the Malta Spitfires during the summer of 1942. Had this been the case, then today there would be no question or argument over what colours the Malta Spitfires might have been and we would know what colour to paint our models. But where would the fun be in that?
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Romanian Fighter By Huw Morgan
Kit No: 81757 Scale: 1/48 Type: Injection Moulded Plastic Manufacturer: HobbyBoss Creative Models/Squadron
n the mid 1920s, the Romanian Government, nervous about aggressive behaviour by its neighbours, set about bolstering its national defence by subsidising the establishment of an indigenous aircraft industry, based around three main manufacturers. One on these was Industria Aeronautică Română (I.A.R.) which was
established at Brasov in 1925. I.A.R. developed its skills initially through building licensed versions of PZL aircraft, but the company quietly developed its own in-house design and development capability, so when in 1930 the Romanian Government issued a specification for a new fighter, I.A.R. was unexpectedly in a position to respond. The I.A.R. design was for a sleek, low wing monoplane based heavily on the PZL P.24 using the 900hp I.A.R. K14-III C32 engine, a licence built version of the GnomeRhone 14 cylinder radial. What became known as the I.A.R. 80 (its predecessor in the factory was a licensed version of the Savoia-Marchetti Sm.79) evolved into a highly eﬀective fighter and dive bomber, and was the only indigenous Romanian design to see significant combat. Ironically the turbulent politics of the Balkan region meant that the squadrons operating the I.A.R. 80 never really had the opportunity to defend
their basic nationalism, being obliged to be variously neutral, aligned with the Axis, then Allied forces, and postwar absorbed into the Soviet Bloc. The I.A.R. 80 was an excellent aeroplane, but regrettably like several others of its era, it was prevented from making a lasting mark outside its local environment by politics. Known in Romania only as Yee-Ah-Reh, 450 units of this charismatic aircraft were built, in all variants.
The Kit The I.A.R. 80 is not perhaps an obvious choice for HobbyBoss to model; having said that, there aren't many others out there in 1/48, and despite the rather limited schemes available, it's an attractive aircraft. 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, since in 1/48 and larger at least, the absence of belts is such an obvious omission. Parts count at sixty four is perhaps rather low for a 1/48 single seater, but the plastic is cleanly moulded with no flash, and although the panel lines look neat, the panels are very smooth, with no rivet detail. Sixty four parts means that there is bound to be some simplification along the way. HobbyBoss provide decals for two airframes only, #42 from Esc.42/52 Vânătoare, Gr.5 Vânătoare, Salz August 1941, and #137 from Esc.47 Vânătoare, Gr.9 Vânătoare, Pipera August 1942, and it's here that there may be an issue. The decals themselves have a very blotchy surface to the carrier film, which might lead to marking when applied, but more significant is the potential inconsistency between airframe and markings, and the
The canopy is nicely clear and thin, and its good to see photo etched belts included in the box The kit's decal sheet, the areas of blue on the rudder stripes and crosses are way too dark
Surface detail is crisp although as here on the wing, a bit bland
The kit oﬀers two schemes, both in green/brown over blue with yellow theatre markings
The plastic parts are well moulded, albeit rather simplified in detail and surface texture. The fabric eﬀect on the control surfaces is a little overdone
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To provide some interest I added rivet lines using a Trumpeter riveting tool, although I'd not claim 100% accuracy for these
The cockpit builds up into a convincing package, here seen with the headrest separated from the seat
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The completed cockpit seat and floor fit easily into the fuselage sides with a simple oil wash bringing out the detail colours used. The I.A.R. 80 was built in a number of diﬀerent subseries or blocks, although a consistent, sequential numbering system was maintained throughout. The plastic in this kit clearly represents an early four gun short wingspan model relevant only to serials 1 to 50. The series to which #137 belongs (#106 to #150) was in fact comprised of I.A.R. 80-A models with the later six gun wing having distinctly diﬀerent upper and lower surface panel lines. There are other diﬀerences too between the #1 to #50 and #106 to #150 series, notably the height of the undercarriage, seat headrest 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. The decals themselves are rather dubious in colour and design. The blue that's used for the rudder and King Michael Cross markings (replicating the blue/yellow/red of the Romanian flag) is far too dark, appearing almost black on the decal sheet. In fact the colour should be a much lighter blue, and having checked with Radu Brinzan, probably the authority on Romanian aircraft, it should be closer to the blue seen on the French tricolour. Aside from the inconsistency relating to airframe #137, the decals also only include the very late style of Romanian national crosses having pointed tips
The engine is tidily moulded, here (left to right) are the push rod tubes, two cylinder banks and the simplified, albeit invisible, intake manifold
The upper wing to fuselage joint is pretty good, only needing the merest smear of filler
The engine detail can be enhanced by the simple addition of lead wire ignition leads
The yellow fuselage band, wing tips and cowl were painted using Tamiya XF-3 over white primer
and narrow blue pinstripes, whereas for both #42 and #137 the crosses should be of an earlier type, with blunter tips and broader blue (not black!) stripes. Ironically, HobbyBoss' box art shows a much better blue, and blunt tipped crosses. Regrettably, at the time of writing there are no aftermarket sheets of the appropriate markings, although RB Productions is planning on releasing a set in the near future. I had in my one-ofthese-days pile a set of Kora decals (KORD4864) for the Italeri 1/48 Arado 196, which looked as if it might have better representations of the correct crosses, although on checking these, they are too small, scaling out at around 750mm in full size, not the 960mm x 960mm crosses on the real aircraft. Regretfully therefore, I chose to go with size rather than style and use the kit crosses, although I concluded I couldn't do much about the rudder decals, so decided to paint the stripes instead. Apart from these moans, the plastic actually looks like it will build very 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.
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Build The cockpit is first inevitably, represented by a floor, one piece seat and headrest, rudder pedals and column and an instrument panel, together with some raised detail on the insides of the fuselage. The seat is dressed up with the height adjustment handle and belts, although the seat itself is inconsistent with the early model depicted in the plastic, having belts mounted on the headrest, which only appeared after serial 300 with earlier seats having the belts fixed over the back with a cable tensioning system running backwards under the headrest. I cut the headrest oﬀ the seat back, filled the mountings for the belts and having painted the seat aluminium, attached the belts. In the kit instructions, references for the interior colours are for German RLM types. There are however significant uncertainties
The camouflage was masked using a typical Blu-Tack and tape method
All glossed up and decals on as to the actual colours used for both the cockpit interior and the exterior camouflage and although the instructions suggest RLM02 grey for the bulk of the interior, I chose to use Mr Hobby H20 grey for the fuselage sides, and Tamiya XF-63 for the floor and instrument panel. Decals are provided for the main instruments, but even though the characteristic five dial subsidiary panel behind the rudder pedals is provided, there are no decals for it. I punched some out of scrap decal sheets. The detail on the fuselage sides isn't bad, but unsurprisingly is rather low relief, so I gave the interior a thin coat of gloss and a burnt umber oil wash to bring out the detail there was, and used a piece of plastic sponge and aluminium paint to add some chipping to the floor. I added brake and gun firing cables to the control column using 0.2mm and 0.3mm lead wire. Whilst being impressed by the quality and surface finish of the main mouldings of the kit, I was also conscious that they were rather featureless, the actual airframe displaying the usual rivet lines on the main panels. Torn between wanting to add some interest, yet not wanting to overdo it, I decided to add some rivets in the most prominent positions on the wings and fuselage, albeit miles away from attempting to replicate every rivet line on the real thing. Closing up the fuselage halves
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SAM SUBS SEC TION around the cockpit and tail skid is unremarkable, and seam cleanup isn't diﬃcult with no filler needed. The kit instructions suggest fitting the separate upper wing halves to the one piece lower before attaching them to the fuselage but I chose to fit the lower part of the wing first, butting the upper halves up to the fuselage to ensure a good joint. As it happens, I think the fit is so good that either method would be fine. I drilled out the oil cooler aperture in the starboard leading edge. Curiously, HobbyBoss supply the ailerons and flaps as separate pieces, that's separate to the wings, and not separate from each other. Since the flaps were often seen drooped on parked aircraft as hydraulic pressure bled oﬀ, I cut the aileron/flaps into their component parts, helpfully guided by the diagonal surface reinforcement adjacent to the break. If the flaps are to be posed in the drooped position, the one central locating tab needs to be trimmed. The engine is reasonably detailed, comprising paired halves for each cylinder bank, and a representation of the rear face induction manifold and the front push rod tubes. I painted the cylinders with Vallejo Duralumin (72.702), the intake manifold White Aluminium (77.706) and the push rod tubes Magnesium (77.711) and gave the whole lot a wash of black oil paint to bring out the cylinder finning. The engine isn't very visible inside the tight cowling, but for the sake of a bit of finesse I added the ignition cables using lead wire painted brown, drilling the front collector disc and cylinder heads to receive it. This is an easy addition that adds significant visual interest. As supplied, the vertically split cowling can't be assembled and fitted later without some minor surgery. The locating tabs needing some trimming. This done, the cowling can be finished and painted without the need for masking. I filled the locating hole for the forward extension to the intake since I wanted to use the short intake relevant to an early airframe. The clear pieces for the windscreen and canopy look pretty good, as they're clear and relatively thin, and I masked and fitted the former so it could be faired in with DeLuxe Perfect Plastic putty, masking and setting aside the sliding canopy until the end.
Painting There remains some considerable debate about the precise colours used on Romanian aircraft in the early years of World War II. Some sources will claim that
German colours were used, some that paint stocks were obtained from the UK (the Romanian Air Force already had Hurricanes and Blenheims on charge) or that equivalents were developed locally. Precise shades notwithstanding, it's clear that a two colour green/brown scheme was used for the upper surfaces, with wavy demarcations not unlike RAF aircraft, over a light blue underside. Large areas of yellow on wing tips, cowling and fuselage band were used to mimic German Eastern Front theatre markings for much of the I.A.R. 80's operational life. So to paint the beast, after the usual Halfords primer/remedial work stage, I sprayed some very thin white on the wing tips and rear fuselage, preshaded using Tamiya XF-69 Nato Black, which happened to be in the airbrush, and applied the yellow using Tamiya XF-3, following up with some patchy highlights having lightened the paint with 20% white. With that lot dry and masked, Xtracrylix RAF Azure Blue (XA1026) lightened with 25% white went on for the light blue, this being masked with hard tape lines for the wings and softer demarcations on the fuselage using Blu-Tack worms. The kit schemes show the light blue extending all along the length of the fuselage, although most period photographs show that the green/brown camouflage wrapped around the rear part. The brown/green patterns for #42 and #137 given in the kit are distinctly diﬀerent, appearing almost as mirror images. I couldn't find any evidence that this was deliberate, so went with the typical patterns for early airframes as shown in the Aviation Guide reference. I used Mr Hobby H72 Dark Earth and H73 Dark Green for the upper surface colours, both thinned 50-50 with Mr Hobby
decals themselves behaved pretty well, being quite thin and tough enough to handle. As I feared, the blotchy carrier film did show, so I was glad I'd decided to paint the rudder. With the airframe complete, I did some mild post shading using very dilute Tamiya X-19 Smoke, and gave the surfaces a very dilute brown oil wash to pick up the rivets, using a more concentrated version on some panel lines. I tried not to overdo the weathering since these aircraft were generally pretty well looked after and were regularly repainted. Period photographs show no sign of exhaust deposit on the fuselage sides, although some exhaust, oil and cordite staining was evident on the undersides. The whole lot was sealed with a mix of 75% H20 flat and 25% H30 clear to give a satin finish typical of the real aircraft.
Last Details The undercarriage is straightforward, with little clean-up being needed, good engineering meaning that the doors align themselves to the correct toe in angle. I painted the legs Ford Polar Grey from a rattle can, applying Bare Metal Foil chrome to the oleos and actuator cylinder rods and using Tamiya XF-69 Nato Black for the tyres. As another simple detail addition I fitted some brake lines using 0.3mm and 0.5mm lead wire. The aerial mast was fitted to the front right corner of the windscreen,
mass balances and pitot tube were added to the wings.
Conclusions This is a tidy, easy to construct kit with excellent fit and reasonable detail. The logistics of the painting mean that even with the use of quick drying acrylics one would be hard put to build it in a weekend, but it would be close… Detail in the interior, the undercarriage and the engine are adequate rather than startling, but as an introduction to 1/48 fighters straight out of the box, or with a very small amount of extra detail as I've done here, the end result is very attractive. For those modellers for whom accuracy is more important (remember the three A's – artistry, authenticity, accuracy: Hatcher, G. Scale Aircraft Modelling, Vol 38 Issue 12) the decal sheet and marking faux pas are a disappointment. Given the research work available on the subject it's a shame Hobby Boss
Levelling thinner. I'd left the rudder oﬀ for painting, priming it with white, and using Tamiya XF3 for the yellow, XF-7 for the red and XF-8 for the blue.
Decals With some niggling doubts in my mind about the decals, I made sure I had a deep gloss surface, several coats of Mr Hobby H30 doing the business. The
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and the aerial rigged with Uschi van der Rosten thread. A handle made from wire was added to the inside of the sliding canopy. Finally the delicate aileron
couldn't be closer to the mark. Nevertheless it is a credible model of an unsung type. Thanks to HobbyBoss for the review sample and particularly to Radu Brinzan for advice on the markings and colours, and for some of the quotes that I pinched.
Reference The I.A.R. 80 & I.A.R. 81 Airframe, Systems and Equipment by Radu Brinzan
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