Vol 39 Issue 04 Sсаle Aircraft Modelling

Blackburn Beverley MikroMir Kit in 1/144 Westland Dragonfly HR.3 Whirlybird’s 1/72 Vacform Grumman F9F-2 Panther Fisher Model in 1/32 Brough’s Big Bru...

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First and Best for Reference and Scale June 2017 • £4.75 Volume 39 • Issue 04


Last Fights in the Pacific Special Hobby’s kit Revisited

Brough’s Big Bruiser Blackburn Beverley MikroMir Kit in 1/144

Early Bird

Westland Dragonfly HR.3 Whirlybird’s 1/72 Vacform

Korean Cat

Grumman F9F-2 Panther Fisher Model in 1/32

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

British Airways Engineering an Airline P Jarvis Covers the history of British Airways EngiMilitary Aircraft Civil Aircraft neering, from the earMarkings 2017 Markings 2017 H Curtis This annual A Wright This annual liest development of commercial civil aviaedition lists in alpha- edition is the most betical and numerical complete listing of all tion engineering in the early 1920s up to the order UK military aircraft currently on aircraft which are nor- the UK Register of Civil present day. It is a story mally based, or might Aircraft – over 22,000 of technical skill, exbe seen, in the UK. entries. Colour photos. pertise and ingenuity. SB 160pp £18.99 SB 304pp £11.95 SB 448pp £11.95

Spotlight On Mcdonnell Douglas F-4E/EJ/F/G/RF-4E Phantom II Striking Colour Schemes J Vieira Presents detailed illustrations of the F-4 with 40 colour plan and profile views. HB 48pp £19.00

The Modern SLUF Guide. The A-7 Corsair II Exposed J Melampy F-4 Phantom Crew Let the Zeppelins Dutch Profile Meteor This Modern SLUF Chief S Lassiter Come D Marks F.Mk.4 Royal Guide features hunOffers a unique perDrawing on a unique Netherlands AF dreds of close-up and spective of the Vietnam collection of postcards N Geldhof Dutch/Eng- walkaround photos of lish text. This book air war from a young and other period every imaginable part looks at the history F-4 Crew Chief’s diffi- memorabilia, the of the A-7. It covers cult slant. He describes author tells the story of and use of the Gloster the cockpits, radar, his work and life in the Zeppelin raids dur- Meteor F.Mk.4 in the landing gear, engine, northeast Thailand. ing the First World War. RNAF. Colour profiles. ordnance and more. SB 30pp £15.50 SB 200pp £37.40 SB 96pp £14.99 SB 184pp £39.00

Modern Air and Space Defence Weapons and EW Systems of Russia* A Isaikin This mammoth reference book contains hundreds of colour photos covering major types of air Defence missiles systems and complexes, radars, electronic warfare assets, training targets and auxiliary equipment. *p&p surcharge. HB 560pp £120.00

Encyclopedia of Armour Modelling Techniques Volume 3 Camouflages M Jiminez Modellers will learn everything they need to about painting different types of camouflage. From the easiest process for the modelling beginner to advanced techniques. SB 147pp £28.99

Encyclopedia of Aicraft Modelling Techniques F-16 Aggressor D Quijano Step by step guide to building a 1:48 scale F-16 Block 30 Aggressor. Covers assembly, painting, weathering and finishing steps. Using the same techniques explained in the Encyclopedia series. SB 45pp £5.99

The Imperial German Navy of World War I, Vol. 1 Warships: A Comprehensive Photographic Study of the Kaiser’s Naval Forces J Judge First volume of a series offering a broad view of the Kaiser’s naval forces through 600 black and white photos. HB 312pp £66.99

Twin Cessna The Cessna 300 And 400 Series Of Light Twins R Smith This book reviews the type’s origins, competitors and development of the Cessna 310 including the many variants produced. Detail includes comments on ownership and operation. HB 144pp £35.00

SR-71 Flight Manual The Official Pilot’s Handbook Declassified and Expanded with Commentary R Graham This is a reproduction of the 1000 pages of the official YSAF SR-71A Flight Manual. With 600 colour & 60 black and white photos. SB 1040pp £60.00

Air Battle of Malta Aircraft Losses and Crash Sites, 1940 1942 An Rogers Documents all known aircraft crashes that occurred in and around Malta and Gozo during 1940–42, describing in detail the circumstances of each loss and what became of the pilot or crew. HB 256pp £25.00

Gator On The Rise Kamov’s Hokum Attack Helicopter Story 1977-2015 A Mladenov The Kamov Ka-50 was developed as a newgeneration heavilyarmoured attack helicopter. This book details the service of the Ka 50 with 230 colour/B&W photos. SB 144pp £29.99

Armor Photo History 5 British Cruiser Tanks A9 & A10 P Brown Comprehensive history, development and operational use of the A9 and A10 British Cruiser Tanks. Illustrated with archive photos, colour profiles and line drawings. SB 88pp £25.99

Middle East at War No.8 Wings Over Sinai : The Egyptian Air Force During the Sinai War, 1956 Air Vice Marshal G Ali This is the first account about Egyptian military operations during the Suez War of 1956. 120 B&W photos. SB 112pp £19.95

More Testing Times Test Flying in the 1980s and ‘90s M Brook The author continues with more stories of test flying during the 1980s and ‘90s a time when his career changed to see him take control of flying at Farnborough. SB 288pp £14.99

The Desert Air Force in World War II : Air Power in the Western Desert, 1940-1942 K Delve This is a comprehensive reference of the structure, operation, aircraft and men of the 1st Tactical Air Force, formed in North Africa. HB 224pp £25.00

On Display Under the Red Star Vol.4 B Lustig This volume covers a range of WWII Soviet subjects from trucks to heavy tanks. Includes KV-1S; GAZ-AA; SU-76; IS-2; SU-100; OT-34; T-70; and the BT-7. 100s of colour photos. SB 96pp £19.99

Haynes Owners Workshop Manual Fairchild Republic A-10 Thunderbolt II 1972 to date (all marks) S Davies An insight into the design, operation and maintenance of the Hog. Colour/B&W photos and cutaways. HB 192pp £25.00

The West Country’s Last Line of Defence A Powell-Thomas As Hitler’s Germany spread her wings across Europe in the late 1930’s, nations across the continent began preparing their own defences. 80 photos. SB 96pp £14.99

Mushroom Yellow Series SAAB 29 Flygande Tunnan Mi Forslund Study of the Saab 29, The flying barrel, Sweden’s second turbojet-powered combat aircraft. 350 colour photos, 19 colour profiles and 30 scale plans. SB 192pp £15.00

WM434 Manewry wolynskie Lotnictwo J Ledwoch Illustrated monograph covering the Volhynian Manoeuvres, the massive Polish army exercise. SB 50pp £16.99

LOS! 31 Le Magazine de La Guerre Navale Trois frères Les HMS Courageaous, Glorious & Furious FRENCH TEXT. Lavishly illustrated. SB 82pp £6.99

The British Pacific Fleet The Royal Navy’s Most Powerful Strike Force D Hobbs Deatiled study of the British Pacific Fleet. SB 462pp £16.99

Sci-fi and Fantasy Modeller 45 M Reccia Eleven-foot NCC-1701 refurbishment conclusion; Gotham:1888 props, miniatures and much more. SB 98pp £14.95

Wing Masters 116 Mars/Avril 2017 FRENCH TEXT. This issue includes J-20F Tunnan; 1:48 Sikorsky HSS-1N; 1:32 Nieuport 17 and more. SB 82pp £7.50

The Weathering Magazine 19 Pigments Focuses on the vast array of different approaches to applying pigments. SB 62pp £8.99

Aero Journal 58 Sturmflieger a l’assaut des Fortresses FRENCH TEXT. Well illustrated with archive photos and profiles. SB 82pp £6.90

The Weathering Aircraft 5 Metallics J Mira This issue looks at a how to create realistic metallic finishes and weathering techniques. SB 64pp £8.99

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Modelling the Martlet By Rick Greenwood

other mould flaws and the engraved detail was consistent. The changes in cowl, engine, exhaust and nose are provided on a small additional sprue. A number of build options are provided by Airfix such as folded or extended wings, open or closed canopy, positional flight controls and an in flight option with retracted undercarriage.

Kit No: 02074 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Airfix


ollowing on from the 2015 release of their F4F-4 Wildcat, Airfix have now given the modeller the opportunity to add the Fleet Air Arm Martlet IV to their display cabinet with this updated tooling. The parts are moulded in the older pale blue/grey plastic and for me this was a welcome sight as the last two builds of Airfix products have been in the newer darker coloured plastic and featured sink marks and ejector pin circles on most of the major components. There was no sign of any flash or

The instruction booklet is unchanged in its appearance using C.A.D. diagrams covering the forty seven assembly stages. Colour call outs are provided along the way with reference to Humbrol paint numbers only. The painting and marking guide for the two options are printed in colour at the rear of the instruction booklet. Names are given to the paints as well as the Humbrol numbers to assist in cross-referencing to other brands of paint. Decals are again printed by Cartograf and have a satin sheen to them. The sheet contains the markings for two airframes and basic stencil data is included along with the logos for the propeller blades. The two options are: • Grumman Martlet IV Operation Torch 888 Naval Air Squadron Fleet Air Arm HMS Formidable November 1942

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• Another Operation Torch 888 Naval Air Squadron Fleet Air Arm HMS Formidable November 1942, featuring American style stars in place of the roundels Both airframes are painted in a disruptive camouflage scheme of Dark Slate Grey and Extra Dark Sea Grey over Sky. Construction commenced with the removal of the parts required for the cockpit, and after a quick clean up with a sanding stick to remove any remnants of the sprue attachment points the parts were test fitted to ensure their correct alignment. The cockpit was then assembled as per the instructions using Tamiya Extra Thin to secure the items. Once dry the whole cockpit tub was given an application of Alclad grey primer and left to dry. Stage six of the instructions indicates that there is a blister on each side of the front fuselage that needs to be removed for this option and this was quickly carried out using a sharp scalpel blade. The internal colours were then applied to both the completed cockpit tub and the fuselage sidewalls using Interior Green and Sky from the Gunze Mr Hobby range as


replacements for Humbrol 226 and 90. Detail painting of the smaller items was carried out by hand and the kit supplied instrument decals added. Eduard etch might be a better option here as the decals are quite basic, although only the instrument panel is obvious on the finished model. Some of Eduard's new steel seat belts were added to the pilot's seat to add visual interest over accuracy. When the now completed cockpit tub was offered up to the fuselage sections once more to check for fit, it was found the front portion of the instrument panel and fire wall hindered the fit of the fuselage section resulting in a small gap along the nose. These were repeatedly sanded and test fitted until a perfect join could be achieved. The windows in the lower fuselage were then secured in place using Gator Grip acrylic model glue to ensure a strong bond and a little Tamiya Extra Thin was allowed to flow around the clear parts from inside to ensure they didn't fall out. Jumping ahead to section twelve of the instructions and attention turned to the undercarriage in the lowered position. This has to be the highlight of this model and captures

the look of the real aircraft, especially on the ground. Patience is paramount in this area of the build as the parts are small and delicate and require careful handing to minimise the risk of damage. The separate parts were carefully removed from the sprue and painted as instructed by Airfix. Super Glue was then employed to glue the parts together ensuring there was no movement affecting the alignment of the parts before the glue dried. The parts might be small and delicate but when completed the undercarriage is quite strong. Precise alignment was then needed when adding the completed assembly to the forward firewall as any slippage would result in the aircraft sitting at a slant when placed on its wheels. With everything seated correctly, as per the diagram in stage nineteen, the fuselage halves were brought together and secured using Tamiya Extra Thin cement.

with the revised engine face dealt with first. This was painted in satin black before the cylinder details were highlighted with a gentle dry brushing of a lighter grey. The fuselage plug consists of two parts that are brought together to form a ring that is then added to the front of the model trapping the engine in between this and the front cowling. The fit was perfected by sanding the mating surfaces slightly before the parts were secured to the airframe, again using Tamiya glue.

Martlet specific parts were then prepared,

JUNE 2017 • VOLUME 39 • ISSUE 04


MARTLET The propeller was painted black at the same time as the engine before having the tips painted yellow, and was set aside ready to be added later in the build. With the fuselage completed the rudder was added along with the elevators before concentrating on the wings. The modeller's choice of folded or extending wings dictates the parts used at this point with differing items being supplied. This model was to have the wings extended and these were assembled very quickly from upper and lower sections before being glued in place on the fuselage sides. No remedial work was required at the wing root and a near perfect joint was easily obtained. The single part closed canopy was secured in place using PVA glue and utilised as a mask for the cockpit aperture prior to painting. The undercarriage was masked carefully using Tamiya masking tape while the open end of the engine cowling was filled using a piece of sponge. A quick squirt of Alclad grey primer was all that was needed before application of the top colour coats. The model was then washed and scrubbed down with an old toothbrush in warm soapy water and left to dry overnight. Xtracolor enamel paints were used for the camouflage scheme as they result in a gloss surface that aids preparation for weathering and decal application later on. Starting with X007 Sky the under surfaces were painted in a very thin mix made up of cellulose thinners and a couple of drops of Rustin's Gloss paint driers, to speed up the notorious lengthy drying times of these paints. The paint was deemed dry enough to proceed after being left

overnight before weathering was added with a thin mix of Tamiya Smoke X19 airbrushed along panel lines and other surface detail and features. To break up the monotone appearance of the underside colour a lighter mix of the original colour was made by adding a few drops of light grey, before random cloud like patterns were airbrushed over the entire surface. A final gloss coat in the form of Klear protected the fresh paintwork whilst the upper surface was painted.

then applied over the markings for a uniform gloss finish.

For the upper camouflage pattern Xtracolor Dark Slate Grey X025 and Extra Dark Sea Grey X005 were used. A base coat of Dark Slate Grey was applied in the same manner as described above and allowed to dry fully.

The canopy parts are moulded in thin clear styrene with the open portion slightly wider to ensure it sits over the fuselage spine. Montex masking set 72267 was used to mask the canopy due to its number of frames and miniature size. These worked okay but struggled to stay in place over some of the curved surfaces for any length of time and required constant attention during the painting process to ensure they didn't lift up at the edges.

The Extra Dark Sea Grey areas were then drawn in place on the model using a pencil following the kit suggested camouflage diagram, before being followed free hand with the airbrush to form the grey outline. Once happy a reasonable portrayal of the camouflage pattern had been created a slightly thicker paint mix was used to fill in the required areas. Weathering was added in the form of random patterns of both slightly darker and lighter tones of the two greys to produce a varied look to the paintwork. Panel line detail was again highlighted by thinned Tamiya Smoke. A final gloss coat prepared the surface for the addition of the decals. Markings for scheme A were chosen for this model, and the decals were well printed and in perfect register. Application was straightforward and no adverse reaction was found when Daco Red setting solution was used to ensure the markings snuggled down into the recessed panel detail for that painted on look. A quick sealing coat of Klear was

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Smaller items that were not attempted during the main construction stage were now dealt with. The wheels were removed from the sprue and the seam lines cleaned up before the tyres were painted Gunze Mr Hobby H77 tyre black. The hub detail was found to be slightly off centre and painted Sky, then once dry they were added to the now unmasked undercarriage.

Interior green was applied first before the top colours were added to match the fuselage scheme. With the masks removed, acceptable results were obtained and the canopy was attached to the model with Gator Grip model glue. Winsor and Newton flat acrylic medium was then used as a final finish, before the antenna wire was added from thin fishing line. The pitot tube managed to escape the clutches of my fat fingers never to be seen again and a replacement will need to be sourced at some point. Overall another quick enjoyable build resulting in a pleasing rendition of the Martlet. The undercarriage is tricky to assemble and some young or inexperienced modellers may struggle in this area but patience and careful study of the instruction booklet should assist. Another winner from Airfix. Until next time…



Torch Song Modelling the Martlet



o you remember the good old days when 1/144 was just something that other people did with airliners and you could safely pick up a magazine to find it full of uninterrupted articles on 1/48 Tamiya Mustangs, secure in the knowledge that no one was going to waste your time writing about tiny, tiny things that no one really cared about? What could have possibly gone so wrong?

By Rick Greenwood


‘My Side’s Airborne...’ Brough’s Big Bruiser By Mike Verier

20 24.

Fragile... Whirlybird Westland Dragonfly HR.3 By Colin Pickett

24 28.

Korean Cats Fishers’ 1/32 F9F-2 Panther

In the meantime he is trying to finish a He 51 in time for a deadline, and probably not going to make it. He also has more commitments with the Warpaint series than hitherto and hence he has deputised Colin ‘Flying’ Pickett to handle the Harrogate Model Club slot for the time being. No bad thing either, as the latter takes a better photograph and will be running some useful How To material each month for the time being. How To material we know is highly valued by the readership as it is the only thing anyone ever asks for in surveys, even though the magazine is already packed with it. Oh well, ‘Flying’ Pickett’s tips will have whistles and bells so they will be easy to find and you won’t have to wade through 3,000 words on the Koolhoven 51 to find out how the modeller managed to whittle a new prop out of a lolly stick.

By Steven J. Corvi



Seafire Swansong Last Fights Over the Pacific By Robert Humphreys



Decisions in Black and White The Arrow and the Fighting Blackbird By Tony Grand



In fact ‘Flying’ Pickett has been a busy chap this month and is all over this issue like a rash, no doubt having neglected considerable domestic responsibilities to finish some stunning models and also pass the time in idle chit-chat with the readership. I am recognising his endeavours by dubbing the onslaught ‘Pickett’s Charge’, the irony of which will not be lost on Civil War historians.

Aircraft in Profile Grumman S2F Tracker, Tracer and Trader By Richard Mason With Scale Plans and Colour Profiles by Mark Rolfe

39 54.

Other changes. Firstly the cover price has edged up a little to reflect the increasing cost of materials and logistics. No more than is in line with the rest of life though, so don’t imagine I will be celebrating a fat bonus with the additional revenues. It’s still so much cheaper to subscribe though – and of course you will benefit from the extra eight pages, including ‘Flying Picketts stonking great Wessex this time round. This issue also has a Letters Page. This has been requested by a number of readers and I am pleased to comply on an occasional basis, i.e. when I have enough letters to fill it, so do please write in if you have any comments or queries other than ‘Dear Sir. Imagine my surprise on being confronted by another six pages of 1/144...’

Colour Conundrum The Deep Sky Blue Mystery Part Two By Paul Lucas With Artwork by Mark Rolfe


I recall a few years ago being castigated in a forum for allocating a whole page or more to the scale. Now however I make no apologies whatsoever for the quality of work coming in from members of SIG 144. Mike Verier’s Beverley in this issue is an absolute showstopper, while the splendour of Huw Morgan’s Meteor T.7 is only outweighed by my astonishment at the short amount of time it took him to finish it. Scaling down has never been easier, thanks to the likes of Armory, Brengun, Miniwings, MikroMir, Retrokit, Shelf Oddity, Eduard, Roden and more. In fact with Roden’s output of heavy metal increasing to cover the C-5 Galaxy it cannot be long before a certain editor of this parish returns to the fold...

By Gary Hatcher Editor


Fifty Not Out

Distributed to the UK and International news trade by

Gazelles Gather at Wallop



By Mike Verier


via MarketForce (UK) Limited Subs-Section: Wessex HU.5 by Colin ‘Flying’ Pickett, Sub-Cutaneous by Paul Lucas and Armstrong Whitworth Argosy by Andy McCabe 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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JUNE 2017 • VOLUME 39 • ISSUE 04


NEWS BY SORGE It looks like the amount of etch will make it a challenge but we’ll certainly give it a go and report back in due course with a build review. And I’ll tell you now, it will be in Olive Drab!

BIG PLANES KITS Pilatus Turbo Porter Scale: 1/48 Kit No: 7212 Type: Injection Moulded Plastic Manufacturer: BPK Hannants/Victory Models www.bigplaneskits.com The first thing to say about this kit is that it is a very comprehensive package indeed, the top opening box containing four sprues of grey plastic, one sprue of clear plastic, two frets of (uncoloured) etch, a resin casting block, a printed sheet of clear film, a set of masks, a decal sheet and a colour booklet of instructions. The etch with clear film, resin and clear sprue are all in individual resealable bags for protection and placed in the same resealable bag containing the grey sprues. The instructions, decals and masks are all in a little A5 ring binder sleeve. The A5 instruction booklet includes a parts layout, a nineteen stage assembly sequence and a colour four view of each marking option. The colour call outs are for Gunze Enamels and Gunze Acrylics but there is no help with the colour(s) of the interior, or any other parts and you have to match the colours on the first page with those of the options on the back pages, which is going to be a pain once a marking option is selected. The four grey sprues contain just over one hundred parts, although not all will be needed as there are several alternatives, including both a three blade and four blade propeller, both slightly malformed on the sample provided, and what look like underwing chaff dispensers, which could be considered to be evidence of further boxings in the offing. The quality of both the moulding and the plastic is high, although it could be a tad smoother. There are no locating pins for the major parts or the plethora of small parts to be attached to the fuselage. There are however locating points for the undercarriage and tail plane. The clear sprue contains separate parts for the windscreen, side windows and doors. The doors are moulded as a single piece and so just need to be masked off before painting. The etch is just staggering! It contains a host of very small parts, including the instrument panel, with the printed film sandwiched in between, seat supports, wing fences, tail plane ends and a host of parts for sticking on the fuselage. There are no less than thirty six etch parts to attach to the underside of the wing.

IBG Two new kits in 1/72 are due from Polish manufacturer IBG at the end of May: PZL.23A Karaś Polish Light Bomber PZL.42 Polish Light Bomber The PZL.23 Karaś was a Polish light bomber and reconnaissance aircraft. Serial production of the A version started in 1936 with a total of forty planes constructed. The B variant, with a different engine, was produced between 1936 and 1938, with 240 machines finished. Polish bomber and reconnaissance squadrons received the PZL.23B while the A variant machines were moved to aviation schools. The Karaś was the main Polish bomber type used during the September 1939 German invasion of Poland. The PZL.42 was an attempt to create a modernized replacement for the PZL.23. Only one prototype was built in 1936. Hannants/Stevens International

The resin block just contains the exhausts replete with intricately moulded internals. This kit offers markings for a pair of Australian Army machines, one in olive drab with high visibility additions in orange and one in a rather intricate three colour special camouflage scheme for the Caboolture air show in 1995. The other two options are for a pair of more recent Austrian machines, both in olive drab. This is what I would call an intermediate run kit.

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INTERMODELLBAU This year’s Intermodellbau in Dortmund was a huge success with record sales at the trade show stands and significant international attendance. Of the 80,000 visitors, every fifth had travelled from abroad to attend the world’s largest trade fair for model making and model sports. The visitors viewed the offerings of 552 exhibitors from sixteen different countries. Sabine Loos, CEO of Westfalenhallen Dortmund GmbH, said: ‘With new programme events such as the Intercopter Racing Cup and the German Championship for Robot Exhibition Fighting, the trade show has developed even further in 2017’


MILSPEC New decal sheets are now available from Milspec, offering quality sets of markings in three scales for F4-Es from Seymour-Johnson in 1984. The F-14A VF-51 Screaming Easgles sheet is now shipping, also in three scales. Next up from Milspec will be Super Hornets in the Cam Pro line. Watch this space. www.camdecals.com

POCKETBOND Academy 12550 1/72 F-15E USAF 333rd Fighter Squadron (new tooling) 12315 1/72 F-4B/N VMFA-531 Gray Ghosts 12548 1/48 F2H-3 USN VF-41 Black Aces HK Models HK01E16 1/32 Mosquito B Mk IX/XVI RAF Roden 326 1/144 Bristol 175 Britannia African Safari 328 1/144 Vickers VC-10 K4 Type 1170 tanker Trumpeter 01679 1/72 Russian MiG-31 Foxhound 03223 1/32 Russian MIG-29A Fulcrum www.pocketbond.co.uk

JUNE 2017 • VOLUME 39 • ISSUE 04



WINGNUT WINGS Wingnut’s next new release will be the welcome return of a very popular sold out model, the Fokker D.VII, available in May 2017.

SPECIAL HOBBY New kit releases from Special Hobby this month: SH72308 1/72 HA-1112 M-1L Buchón Ejército del Aire SH72348 1/72 MD-520N NOTAR SH48188 1/48 AJ-37 Viggen Show Must Go On SH72342 1/72 L-13 Blanik SH32068 1/32 IAR 81C SH48189 1/48 Bücker Bü 181 Bestmann Panzerjagdstaffell SH48178 1/48 Junkers Ju 88D-2/4 SH48180 1/48 model 239 Buffalo Taivaan Helmi over Finland SH72128 1/72 Buffalo model 339-23 In RAAF and USAAF colours SH72356 1/72 Boulton Paul Balliol Civilian and Foreign Users

32067 1/32 Fokker D.VII (Fok) Early The legendary Fokker D.VII is widely considered the best German fighter aircraft to emerge from World War I. In early 1918 the young Jasta pilots' aircraft were no match for the SE.5a, SPAD 13 and Sopwith Camels they faced each day. Fokker’s prototype D.VII made such a great impression at the First Fighter Trials in JanuaryFebruary 1918 that word soon started to leak out about a new Fokker that would once again return air superiority to the Germans. So great was the need for this promising new fighter that, in addition to production at Fokker, Albatros were ordered to manufacture it under license at their Johannisthal (Alb) and Schneidemühl (OAW - Ostdeutsche Albatros Werke) factories, incidentally building more than twice the number of D.VIIs as Fokker. By the end of World War I the Fokker D.VII was the main aircraft type equipping the German Jastas. Following the Armistice the Fokker D.VII found its way into numerous countries’ air forces including Argentina, Belgium, Bulgaria, Czechoslovakia, Denmark, Finland, Hungary, Netherlands, Lithuania, Poland, Romania, Soviet Union, Sweden, Switzerland and the American USAS and USMC. Very little rigging is required, which makes this a highly suitable introduction to World War I aircraft modelling. Four high quality Cartograf decal sheets include four and five colour lozenge, streaky camouflage and markings for five early production aircraft: • Fokker D.VII 262/18, Emil Thuy, Jasta 28w, mid 1918 • Fokker D.VII, Rudolf Berthold, Jasta 15/JG II, mid 1918 • Fokker D.VII, Hugo Schäfer, Jasta 15 and Max Kliefoth, Jasta 19, October 1918 • Fokker D.VII, Reinhold von Benz Jasta 78b, August 1918 • Fokker D.VII, Bruno Loerzer, Jasta 26/JG III, November 1918 www.wingnutwings.com


This release continues the established and well known tradition of the Detail & Scale Series of publications with the most detailed look at the US Air Force’s first delta wing, supersonic interceptor ever published. The F-102 was a historically significant aircraft and was produced in greater numbers than either of its two supersonic interceptor counterparts, the F-101B Voodoo and the F-106 Delta Dagger. While serving with the USAF and the Air National Guard, it flew with some of the most colourful unit markings applied to any of the famous Century Series of fighters. The book includes a developmental history of the F-102, from Convair’s early work on delta winged aircraft, the XF-92, through the prolonged prototype process, which began with the YF-102, an aircraft that could not meet the supersonic flight requirement, and was followed by the YF-102A, which could, to the interim interceptor which successfully served in the active and guard inventories for twenty years. www.detailandscale.com

AIR GRAPHIC Air Graphic have passed on more snippets concerning their impending release programmes. For further information check out the Facebook page, which can be found by searching Air Graphic Model Trading. Releases include kits and decal sheets, with a couple of sheets now available. Air Graphic advise they have purchased the resin casting and masters for the old AirFrame/Model Alliance resin range and these will be cleaned up, recast and released as soon as possible, and includes the Leyland Hippo, Deck tractors and the superb figures.



$9.99 and you can find out more about it on the publisher’s website.

The latest digital publication from this source is F-102 Delta Dagger in Detail & Scale. The book is available in both Apple iBook and Amazon Kindle formats. Both versions of the book sell for

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HATAKA New paint sets from Hataka: Red Line acrylic paints optimised for airbrush HTK-AS70 Modern Royal Air Force paint set volume Three This includes standard colours of RAF training aircraft since the 1950s. The set contains: • HTK-A003 Silver, also known as High Speed • HTK-A194 Luminous Orange, also known as Day-Glo • HTK-A217 BS Light Aircraft Grey • HTK-A101 Traffic White • HTK-A276 BS Signal Red • HTK-A277 BS Roundel Blue • HTK-A100 Jet Black / Night • HTK-A275 BS Golden Yellow Blue Line acrylic paints optimised for brush HTK-BS08 RAF in Africa paint set Includes standard camouflage colours of RAF planes in Northern Africa. The set contains the following acrylic paints, optimised for use with brush:

• • • •

HTK-B009 Dark Earth HTK-B013 Mid Stone HTK-B025 Interior Grey-Green HTK-B028 Azure Blue

HTK-BS12 Israeli AF paint set (1970s desert colours) Includes standard colours of Israeli aircraft in the 1970s. The set contains the following acrylic paints, optimised for use with brush: • • • • • •

HTK-B078 Aluminium HTK-B090 Sand HTK-B091 Pale Green HTK-B012 Dark Tan HTK-B092 Duck Egg Blue HTK-B093 Green FS34258, used for lower surfaces in 1970s desert colours scheme of IAF A4H/N Skyhawks (instead of standard Pale Green)

Orange Line lacquer based paints HTK-CS44 USAF, USN & USMC paint set (modern greys) This set includes standard camouflage colours of US aircraft since late 1970s.

HTK-CS62 Israeli Air Force paint set (modern jets) A set of eight paints offering standard colours of Israeli aircraft since the late 1970s. HTK-CS77 Modern British Army & RAF AFV paint set We like to keep abreast of products that cater for adjacent disciplines, and in this instance the set caters for RAF vehicles as well so is well worth a look. This set contains standard Modern British Army and RAF colours, and paints include: • Deep Bronze Green, BS381C:224 British Army vehicles in Europe and the Far East from 1955 until the early 1970s. Also used by RAF 2 TAF till 1958 • RAF Blue-Grey, BS381C:633 RAF vehicles in Europe and the Far East from the end of World War II until the early 1970s, introduced in RAF 2 TAF in 1958 • Golden Yellow Used until the 1960s on upper surfaces (mostly

rooftops) or as an overall colour of RAF vehicles operating predominantly on airfields • Light Stone, BS381C:361 standard desert colour of post World War II British Army and RAF vehicles • NATO (IRR) Green, BS381C:285 base colour of British Army and RAF vehicles since the early 1970s. Used over Light Stone in desert scheme (Op Telic) • NATO Black Used for disruptive shapes over NATO (IRR) Green in the standard scheme of most British Army vehicles since the early 1970s • US Army Desert Sand Used for desert camo of British vehicles under RAF command during Operation Granby. Exact match with BS381C:380 • Acrylic Temporary White Washable (temporary) matt paint used to cover selected areas in improvised winter camouflage of various British Army AFVs www.hataka-hobby.com

JUNE 2017 • VOLUME 39 • ISSUE 04


CzeCh OUT Frrom-Azur

Spanish Stroll Delta 1C Over Spain By Geoff Cooper-Smith

Kit No: FR0033 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Frrom-Azur Hannants/UMM-USA


orthrop Corporation was founded in 1932 and became a pioneer of stressed skin metal aircraft construction with the Gamma mail plane and subsequently the larger passenger carrying Delta. The Delta is thus an aircraft of some significance to the aviation industry, not least because Douglas then purchased Northrop and soon after the DC-2 was born and we all know where that led, but as no one airframe was the same and the interest in pre-war airliners amongst the modelling fraternity is what you might call cultish, that probably goes some way to explain why until now there has not been an injection moulded model of this important aircraft. Thankfully Frrom-Azur have decided there is a way it can be done and this is evident in both the breakdown and content of the sprues. This set of sprues is for c/n 7 in 1934 and the only 1C constructed but there are a host of interesting parts left over once construction is complete, including alternative wheel fairings, a machine gun, various DF loops and aerials, a three blade prop, etc. Initially c/n 7 went to a Swedish airline, AB Aero, and plied various routes out of Copenhagen until it was acquired by an Iraqi citizen who appears to have passed it on in some capacity to the Spanish Republicans, which brings us to the period covered by this boxing. Although this is evidently a limited run kit with no fuselage locating tabs and the need for holes to be drilled for pitot tube, exhausts, tail

wheel and suchlike, the quality and detail on the parts is up there with some of the best, as evidenced by beautifully fine panel lines and good detail in the engine and other areas. The one thing I did do before assembly was to deepen the demarcation lines of the control surfaces, as their engraving wasn’t much different to the panel lines, and to remove all the major parts from the sprues and test fit by holding the parts together with tape. Nothing major indicated. There are a total of eleven assembly stages. The first stage is the surprisingly detailed single man cockpit comprising seven pieces including control wheel, side consoles and a seat. As I thought this was going to be visible through the large canopy I added a lap seat belt made of tape and suitably painted. The second stage is the passenger cabin interior replete with floor and eight identical seats, which were painted as per the instructions. The third stage requires the gluing in of the fourteen individual cabin windows. I had several problems here as the aperture moulded in the fuselage halves was slightly too small and so every window had to be individually fitted by filing the hole open in the fuselage and then gluing in with some thin cement, the transparencies having been previously dipped in Future a couple of times, which naturally took some time. Also the location of both the fuselage and passenger

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cabin assemblies isn’t nearly as clear cut as the instructions make out and so a couple of dry runs are required to make sure they are fitted correctly. This isn’t helped by the cockpit floor being slightly too wide and the passenger cabin floor being a little too narrow and hence requiring additional support. Both the fuselage halves are of a slightly strange profile as where they join one curls in slightly and the other curls out slightly. I made some Plasticard tabs, alternating down the fuselage as I knew some filling and sanding would be required and without any bracing cracks tend to appear as the fuselage flexes. These tend to be very evident on airliner fuselages in particular where natural metal or white finishes are common. Three stages of filling and careful sanding to preserve the profile were required. Once done what became very noticeable was that whereas the fuselage is of curved profile the windows provided are flat, which looks a little strange. The windows were then masked off for protection from the subsequent construction and painting stages. The fourth stage is the affixing of the correct gear box to the correct engine. I told you they were all different! The fifth stage is the assembly of the tail planes, which are each made up from two halves. Stage six is the attachment of a single intake adjacent to the engine cowling, although the installation of the engine and engine cowling

CZECH OUT hasn’t actually occurred as it isn’t until stage eight! Consequently I relegated this stage to later in the build. Stage seven is the most significant of all and attaches the three piece wing (two uppers and a single piece lower) to the fuselage, along with the tail planes. Some filing was required to get the bottom wing to fit into the fuselage recess. I then attached the top halves first to the fuselage with a little glue, as I had identified this as the worst join, followed by the single piece bottom. I then trussed these up with some tape and glued them all together thoroughly and left them to set for twenty four hours. The tail planes have little tabs with corresponding recesses in the fuselage and these were judged good enough for a direct unfortified attachment. There followed four sessions of filling and sanding, one with solid filler and three with liquid filler, before I was satisfied with the joins. Naturally some rescribing of panels was required to restore the detail but it was all pretty simple as it’s straight lines. Stage eight is the engine, cowling and cockpit canopy. I installed the engine plus cowling and intake shown in stage six but left off the cockpit canopy until later in the build to ensure it didn’t get damaged. Stage nine is the assembly of the fixed undercarriage, which includes a big fairing for each non retracting main undercarriage leg. Quite a bit of work is required here as the profile of the aperture for the wheels is totally inadequate, being too small and of incorrect shape. I glued the two halves of each fairing together and included a Plasticard ledge to ensure the wheels wouldn’t be lost when pushed into the recess and put these to one side

JUNE 2017 • VOLUME 39 • ISSUE 04


CZECH OUT for a day to set. The fairing aperture was then opened out as much as I dared by scraping, filing and sanding, and the wheel extensively filed down on two sides so it looked like a square wheel with a bowed top and bottom, then it could be pushed in. As the wheel hub can barely be seen projecting from the bottom of the fairing to me this is a perfectly acceptable method of getting your main undercarriage wheels installed, with a blob of glue added to the aforementioned Plasticard ledge, although this was not done until after painting and decalling. Stage ten is attachment of the wheel fairings to the wing. There are no pins, just a couple of moulded ledges to locate and the fit is pretty good but did need a couple of filling and sanding sessions although only liquid filler was required. This stage also shows attachment of the two engine exhausts but I left these off until the model had been painted and decalled. Finally this stage also requires attachment of the tail wheel assembly, which is actually impossibly delicate and won’t last five minutes. Consequently I cut the wheel off the mounting, drilled a hole in the fuselage and a hole in the top of the wheel and cut a length of brass rod to size to give a much more robust assembly. This stage also shows the installation of an underwing aerial but I could find no evidence of this in any photographs and so left it off. The final stage is the attachment of the two

blade propeller. At this stage I also attached the premasked single piece canopy, which is a pretty good fit. Be aware here that in real life this was actually a two piece as there are images of this pushed back and so consequently I only faired in the wind shield. There are three colour options. Two are for slightly different variations of EC-AGC of the Spanish Republican airline L.A.P.E., the first of which was used to fly the Prime Minister to Zurich for talks with the Nationalists. The third is for the latter stages of the airframe’s life, as a Nationalist transport in the Ejercito del Aire with suitable markings and Spanish roundels. I chose the latter. The colour call outs are for Gunze acrylics or enamels. I used the Gunze metallics but applied using a technique developed by 580 Modellers’ Pete ‘Lazy Modeller’ Eccles, which involves dry brushing direct onto the plastic using a make-up brush. It was demonstrations of this technique that resulted in all Gunze metallics selling out at Scale ModelWorld last year! To make this work though the airframe needs to be smoother than a baby’s bum and so the model was given a thorough going over with several fine grades of wet and dry, all the way down to 8,000. The decals by Aviprint are very well printed with a fine carrier film and certainly look painted on once application is complete. But getting to that stage is a trial as the letters in particular like to curl up in an instant as you try to transfer

them off the backing paper onto the model, rather like those fortune telling fish you get out of Christmas crackers. I found the best way was to cut them up into individual parts and apply singly by letting them float off the backing paper and catching them from underneath with a much larger piece of previously used decal paper. Then tease them off in the presence of a lot of water onto the nearest flat available flat surface on the model and gently (for they tear easily) manoeuvre them into position. One application of a normal strength setting solution was all that was required to get them to bed down into the detail. There were not many decals to apply but their challenging characteristics meant two evenings were required to complete the job. Finally all the remaining little parts were added such as the pitot tube, engine exhausts and tail wheel. I have to say it looks great and the first thing that hits you is that it was a big plane for a single engine hanging off what looks like an impossibly small two blade propeller. And let us indeed be thankful it ain’t another Spitfire or Mustang but something far more esoteric in essentially a mainstream albeit limited run quality format, which a modicum of modelling skill can turn into something very different and presentable. I just wonder if there is a better way with the windows as they are possibly the weakest part of the whole thing. But overall I love it. More please Frrom-Azur!

Kit No: 72116 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Valom Hannants/UMM-USA

Handley Page History Harrow Mk II By Ernie Lee


y the early the Air Ministry had decided to send out tenders to design and build bomber monoplanes to replace the outdated biplanes. This included the Armstrong Whitworth Whitley, but they also ordered the Handley Page Harrow as a heavy bomber/transport plane. By the start of World War II it was really obsolete but it soldiered on until 1945 in various roles including the task of dropping aerial mines in the Luftwaffe bomber stream at night, and it actually downed six bombers. The kit has decals for two aircraft, a machine of 420 Flight used in Operation Mutton, mine sowing, and one of 93 Squadron.

I chose to build the 420 Flight aircraft. Neither of these aircraft are easy to identify as they did not carry code letters and were only identified by the serial number. With our backs to the wall we had little to defend us against the Luftwaffe night operations in 1941 so someone came up with the idea of filling the area in front of the bomber stream with aerial mines. Because of the poor performance of the Harrow the interception had to be undertaken head on. The aircraft were vectored in at 3,000ft above the German aircraft from ground control. The mines were then deployed, complete with parachute on a long cable. Each machine could carry 160 mines. Although this experiment was a partial success it was not continued and soon radar equipped Beaufighters were coming on stream. If you are modelling this variant, please note that to save weight all the guns were removed. The kit is supplied in three sprues of light brown soft plastic with incised panel lines and fabric effect. There are also three separate plastic bags, one containing the engines and seats, in

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resin. The second holds two transparency sprues and the third has the decals and photo etched sheet. One thing I did notice is that most of the parts for the Sparrow are included, so it looks as though Valom will definitely be producing the Handley Page Sparrow at a later date. The first task was to assemble the seat, rudder pedals, control column, the instrument panel and the throttle controls etc. These are fitted to various floor sections and bulkheads. While these were setting I assembled the engines. Next were the wings and the only extra work I needed to do was to add small lengths of plastic rod to the leading edge to simulate the navigation lights. The cowlings are in two sections, and these were cemented together and the various scoops were added. Cementing the engines into the cowlings was a little tricky so I decided to secure them with a couple of blobs of PVA. I let them semi harden and then moved them complete with the firewall, until it all fitted into the cowlings. I then taped the cowlings in place and left them to set. I then cemented the cowlings in place and secured the engines with super glue.

CZECH OUT At this stage I test fitted the canopy. It needed a little trimming before it slotted into place and that included the bulkhead behind the pilot. The problem was that the side windows are thicker than the aircraft skin. Normally this is nothing to worry about, however the bulkhead behind the pilot butts up against the inside of the fuselage, and consequently it needs to been trimmed. Next step is to fit the wings. These were a positive fit so they were left to set while I assembled the tail plane. On this aircraft the fin and rudders are above and below the wings, however each section has small moulded on pegs with corresponding holes in the horizontal stabilizers. The same applies when fitting these to the

fuselage. The holes just need a little extra work Now comes the undercarriage. After assembling the spats, complete with wheels, you need to cement the single strut that connects it to the wing. The location in very small and to make matters worse it angles backwards. Holding them in place while the glue sets is not an option. This is when I got to use my third hand gadget. With the aircraft sitting on its back I used one of the crocodile clips to hold the strut in the correct place, and then applied glue, leaving it to set for a few hours. However they were still fragile, until I added the support struts. This machine is fairly large and heavy, so I left off the delicate tail assembly until I had finished handling it.

There was just the odd under fuselage detail to add and then it was paint time. Then we come to the decals. This aircraft had a huge shark mouth which wrapped around the nose. This meant that I had to add the nose transparency first as it comes complete with the bottom section of the fuselage. Because of the nose decal I baulked at the idea of fitting it as one piece and cut it into sections so that I could trim the joints to get the correct alignment. It was then time to add the aerial masts. These are butt jointed and are asking to be knocked off. This being so I cheated a little and cut small holes in the fuselage so that they slotted in. They were only fitted in to the depth of the skin, so technically they are a little short.

Just one more thing regarding the front one. Handley Page do not make it easy for the modeller. The pitot assembly was fitted on top. It is etched brass, and the size of an ant’s elbow, so it is time to get your head fitting magnifier out of its box for this one. We are nearly there, just the transparencies and propellers to fit. In hindsight I should have started to mask and paint the frames at an earlier stage. There are a lot of frames and I found myself spending a week doing just that. However if I get the chance to build the Sparrow there will only be the canopy to worry about. You will gather this is not a weekend build, but it was never intended to be. The experienced builder will work through the small problems as he or she finds them. As far as I am concerned this is a subject for the aviation enthusiast who want to build up a comprehensive collection of British aircraft including the development of the British bomber, from the biplane to the four engine giants of World War II. I doubt that there will be another kit of this aeroplane, and coming so soon after the Bombay it is good to see that Valom has once again dug into aviation history for this super model.

JUNE 2017 • VOLUME 39 • ISSUE 04



Kit No: 72127 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Special Hobby Hannants/Squadron

Hi-Tech Fighter Spitfire Mk 22 By Glenn Ashley


he Special Hobby Spitfire Mk 22 has been around before and also boxed under the Xtrakit brand too so the basic model is familiar to some. This boxing comes in the HiTech style with etched brass and paint masks, as well as new camouflage options. Moulded in the standard medium grey plastic, which is fairly soft but easy to work with, the kit has finely engraved detail, the standard of which improves more and more. There is a good selection of spares scattered amongst the sprues with some parts intended for other variants so check the instructions as you proceed. You do wonder at first about the box size until you open it and see just how much plastic in included. Construction is similar to nearly every Spitfire kit you would wish to build with a fairly well detailed cockpit that does include items such as etched brass seat belts so there is really nothing more to add. As with all short run kits it’s a case of checking the fit before committing glue to the parts and also keeping an eye of how everything lines up. This will stop any issues later in the build. Many of the smaller details in the cockpit feature on the brass fret, including prepainted instrument panel and more. The fuselage halves were given a few swipes with a broad sanding stick just to ensure flat mating surfaces and once the interior had been

painted and fitted the fuselage was assembled. Next up were the wings, which have a four part wheel well assembly to fit before the wings come together. The lower wing is moulded in a single piece, which allows the correct dihedral to be maintained.

excellent Mr Paint colours, which are a great match and spray superbly. The yellow wing leading edges were sprayed on last and a good coat of gloss varnish before decals were added. I tend to use Tamiya X-22 thinned 50/50 with Mr Color Levelling Thinners.

It has to be said that companies such as Special Hobby have come on leaps and bounds in terms of the quality of the fit of parts. Gone are the large gaps, brittle plastic and limited mouldings. This new generation is pretty good and the amount of preparatory work by the modeller has dropped in recent times. The fit of wing to fuselage was as good as any mainstream Spitfire kit out there today, just a little bead of super glue needed on the rear joint.

A lot has been said in the past about the standard of decals in some Czech kits, which have gone from excellent to bin ready. These are printed by Cartograf and are superb. I did wonder about both the fit and density of the white tail band but it goes on great with Micro Sol. There is no colour bleed through it either. After completing the decals the model was sealed with a coat of satin varnish before a Flory Models dark dirt wash was applied.

Next to be added were the tailplanes and rudder as well as the chin and engine fairing. All went on without any major hassles. The radiators come as four part items and once the under fuselage intake had been added it was time for some paint. As with any kit of this style there is a little cleaning up of parts.

Final assembly of items such as the undercarriage, doors and cannon was done next. The kit does include under wing tanks as well but I opted to leave these off as they would not have been carried by a racing Spitfire. Paint masks included were used on the canopy before it was added. I opted to show the cockpit door open and this comes as part of the etched brass fret. But remember to prime any resin or metal before painting too.

The kit offers six options, four in silver and two in standard RAF late war camouflage. From the six, the two camouflaged and two of the silver aircraft are RAF operated, joined by subjects from the Egyptian and Southern Rhodesian Air Forces. The one that stood out was also the box top artwork of an aircraft from 610 Squadron RAuxAF, which was used in the 1949 Cooper Air Races. The other RAF options come from 615 and 603 Squadrons. After preshading the aircraft was airbrushed in the Medium Sea Grey undersides with Ocean Grey and Dark Green upper surfaces. I used the

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To some the propeller assembly may look daunting with each blade a separate item but fear not. The parts are designed to sit correctly and it goes together in no time at all. Final finish came with Alclad Flat varnish. Summing up it’s another Spitfire some may say. But it’s a great little kit. Not too involved for those just venturing into the short run kit side of things but enough there to keep an experienced modeller happy for a while too.

Henschel 123 “Angelito”

h c t a els P d s o Ga m

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

Upcoming NEW Molds Henschel 123


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

Copyright © 2017 GasPatchModels All rights reserved


Kit No: 084 Scale: 1/144 Type: Resin Manufacturer: Miniwing Hannants/Rare-Planes Detective

Miniwing's Meteor Gloster Meteor T.7 By Huw Morgan


he Meteor T.7 was a two seat derivative of the successful F.4 fighter, which evolved through a coincidence of the RAF's need for an advanced jet trainer and Gloster's own commercial need for a safe export demonstrator. The prototype T.7 was converted from a Mk 4 and was fitted with a tandem cockpit under a new framed canopy, reshaped nose and faired over gun troughs. When accepted for production, the type was used widely by RAF operational squadrons, Flying Training Schools and foreign air arms. With impending plans to introduce the Supermarine Attacker and more advanced designs to carrier operations, the Royal Navy saw in the T.7 a ready-made jet trainer, and by August 1945 was already carrying out trials with the type. Eventually, thirty five T.7s would be taken on charge by the Navy between 1948 and 1953. As a consequence of their varied roles, these aircraft sported a variety of schemes, particularly in later life, although a scheme of overall aluminium with yellow training stripes was common. Miniwing's T.7 follows the pattern set in their traditional catalogue, that of high quality, accurate, resin models of unusual subjects, and notwithstanding their recent forays into injection moulded plastic, their resin kits are still

sublime. The Meteor T.7 is perhaps an unusual first subject for the type since the shape of the forward fuselage and canopy is rather specific. The shape looks good though, with perhaps a slightly heavy nose and, wrongly, cannon fairings and troughs. There are fourteen parts in cream resin which doesn't exhibit any flash or pin holes, clear resin and vacform canopies, a set of vinyl canopy masks, decals for two all aluminium aircraft and a short piece of fine plastic rod... Ah! It's a tail sitter. The schemes offered are: • T.7, WA740 421 Squadron RCAF, Odiham 1951 • T.7, WH144 (N-A) 215 Advanced Flying School RAF, 1953 The Canadian aircraft is well documented, but unfortunately my references can cast no light on the history, or in fact the existence of WH144, let alone it's association with 215 AFS, itself a rather elusive unit. Answers on a postcard... or the Facebook/Twitter equivalent. Both aircraft are in plain Jane aluminium overall, which given that most operational Meteor squadrons would have had a T.7 on strength, let alone the colourful Navy variants, seems an opportunity missed to grab modellers' interest. With only fourteen parts, the build couldn't be anything but straightforward. Casting blocks are commendably small, and the connections to the airframe parts are so thin that the merest stroke of a knife is enough to free them. The engraved panel lines are perhaps a little heavy, particularly on the fuselage, but in the process of filling the gun troughs I applied a few coats of Halfords primer, sanding down between coats with 600 grit foam abrasive, which softened them off. The one-piece wing and tailplane pieces fit

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brilliantly to the fuselage, a wafer thin packing piece at the front making sure that the former lined up as tidily as possible with the fuselage underside. The cockpit interior is dealt with by a onepiece casting of both seats, floor and front coaming, a neat idea that works well. I painted the whole lot flat black and for the sake of my conscience, did some dry brushing in grey. The kit's decals for the instrument panels are just about worth using, but the seat/decal belts don't add anything. The kit offers both clear resin and vacform canopies, although no mention of the options is given in the instructions. Normally, despite the induced stress, I'd go for the vacform, except that in this case the framing on the piece is very fuzzy, and in particular I had some qualms about its shape, it being too narrow along the spine. Bucking a trend I decided to go for the resin canopy, which I fixed with Pacer 560 acrylic glue. Thanks to my wobblyness about the veracity of WH144, and not wanting a plain Canadian airframe, I decided to spice the model up a little by painting it as an aluminium/yellow version from the Navy, settling on WS116/935/LM of 728 Squadron as seen at Lossiemouth in the early 1950s. After a thin flash with white, the areas of the yellow training bands on the wings and fuselage were painted with Tamiya XF-3. When properly dry and masked along the panel lines, the whole airframe was given several thin coats of Vallejo acrylic gloss black primer and polished using 3,000 grit abrasive cloth. For the aluminium finish I used Mr Hobby Mr Color (acrylic) Aluminium 218, which has the advantage that it can be buffed after drying to create a range of colour tones and textures. Masking removed, I decided against any

CZECH OUT enhancement of the panel lines, since the natural drawback from the black undercoat was quite enough. For markings I used the kit multi part roundels, which worked well using water to position them and a waft of Micro Sol to settle them down, and cobbled together the Navy numerals and script from mostly Ventura generic decals, although with some of the codes and airframe details from the Meteor NF11/12/14 night fighter sheet produced by 1/144th.co.uk. The whole airframe was sealed with Tamiya XF-36 Satin clear. Final details were to add the prepainted undercarriage and doors, a pitot tube from wire and a fine rod antenna on the spine from Albion Alloys 0.2mm Nickel Chrome wire. I cut two tiny squares of 1mm lead sheet to fit into the rear of the nose wheel bay, which was just enough to avoid tail sitting. This is an uncomplicated easy resin kit to build of a well-known type, which offers the potential for lots of colourful marking options. No doubt Miniwing will oblige. There are no issues other than the need to deal with the tail sitting and filling the gun troughs. Recommended if you like small scale or Meteors. Thanks to Miniwing

JUNE 2017 • VOLUME 39 • ISSUE 04



Brough’s Big Bruiser By Mike Verier

course and we knew that in their natural habitat of dusty strips in Aden and the like they were unrivalled. I came close to flying in the beast too, but the aircraft went U/S at the last minute and I never got another chance. Sadly today only one of these behemoths survives. If you find yourself anywhere in the vicinity of Hull make a detour to the Museum at Fort Paull where XB259 dominates what was once a Napoleonic coastal fort.

Kit No: 144008 Scale: 1/144 Type: Injection Moulded Plastic Manufacturer: MikroMir Hannants/Stevens International Aftermarket: Shelf Oddity etched ramps and external details


f ever an aircraft design was functional it was the Beverley. Produced in Yorkshire it did exactly what it said on the tin i.e. hauled massive loads into inaccessible places. In its day it was the biggest aircraft the RAF had, and was awe inspiring. On the first flight Blackburn’s test pilot is reputed to have remarked to his co-pilot, ‘My side’s airborne, how about yours?’ Another pilot described it as like trying to land a block of flats from the third floor. In the twilight of their active service when I was an Air Cadet, the sand camo Beverleys looked somewhat incongruous when I first saw them amidst the rural setting of RAF Thorney Island. The British still operated east of Suez in those days of

Thanks however to the enterprise of MikroMir, the kind assistance of the staff at Fort Paull and the RAF Museum, plus of course the technical genius of Shelf Oddity, we are at least able to represent the Beverley properly in 1/144. The model can of course be built from the box (see SAM 38/4 June 2016) and give an excellent result. As you would expect, being ever the masochist, I wanted to see if it could be taken a bit further. Moulded in grey plastic the basic model is actually quite accurate in outline, as it appears to be based on the 1979 Aviation News drawings by Chris Bowley, with good detail and an apparently excellent choice of marking options. The package also includes flight deck transparencies, a small etched fret and an invaluable, but very easily missed, set of masks, strangely not mentioned on the box or in the instructions, that just looks like a slip of paper, so check carefully when you open the packing. The cargo bay and tail boom windows on the other hand are only marked on the plastic, with decal windows provided. In this scale, and with the

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aircraft closed up, a perfectly acceptable compromise. However the interior of the fuselage and the big clamshell doors feature moulded detail to represent internal structure. Your correspondent of course immediately decided it had to be open, which is where the fun started. I decided if I was going to do that the windows would have to be drilled out and once this is done you discover that the holes don’t match the grid of the internal structure. Consequently I set to with micro strip simply going over the grid as represented, correcting the spacing between the vertical ribs as I went. This was then overlaid with thinner strip for the horizontal stringers. In the real aircraft the internal ribs are quite deep so whilst not a hundred percent accurate this gives a very passable impression. Similarly the kit only provides cabin roof detail a short way back from the rear doors and again Plasticard and strip would clearly be needed. Much the same process was used to enhance the moulded detail in the clamshells. There was still something missing though…

The Brass Having opened up the back it was obvious that the thing would need a load, and some means of getting it aboard. A search of available images quickly revealed that there were specialist ramps for the aircraft. These looked a bit complex, but a picture of a Saladin armoured car being loaded ‘somewhere in the desert’ did it for me, especially when I found that HLJ had a 1/144 Saladin (by MatuoKasten) available.


Assembled fuselage with tubular main spar

After the brass arrived, the basic paint scheme for the interior awaiting wash and highlights before assembly Flaps separated from wing and given new leading edge and hinges. The moulded flap actuator fairings have been removed and the wing trailing edge rounded

The brass includes representations of the exhaust clusters and these are surprisingly effective on the finished model

The 1964 AP drawing showed the deployed ramps, clamshell doors and winches in considerable detail. Note the folded door on the port side (Courtesy RAFM Hendon)

The finished model showing the actuating arms and centreline screw jack It became apparent that these ramps were in fact part of the aircraft equipment and that when fitted they folded up into the clamshells and so more research was clearly required. The very kind folks at Fort Paull confirmed that they did in fact have the ramps (albeit not with the aircraft) and that I could photograph and measure them. Close inspection duly followed and confirmed that they were indeed complex. How on earth was I going to replicate all those perforations? At this point serendipity intervened, when a conversation with Marek Targowicz at Shelf Oddity revealed that he would be quite interested in a Beverley set and since I had the dimensions and photos he might be able to do something. The final jigsaw piece fell into place when the RAF Museum tracked down the relevant AP pages complete with detailed drawings of how the ramps operated.

Careful What You Wish For The thing about the Beverley is that as you look closer the complexity multiplies exponentially. Take the clamshell doors for instance. The opening and closing mechanism is a screw jack mounted on the cargo bay roof centreline. That moves rods connected by universal joints to a tripod frame on each door arranged to provide a fulcrum. The drive motor for this also has a power take-off that runs the cable winches required to raise and lower the

The photo etch provides a front crew door, ladders and a mass of antennae for the fuselage

On the left is the revised undercarriage leg including the photo etch additions. Facing it on the right is the unchanged kit leg which has been moulded fully extended as in flight ramps when in use. All of this has to be replicated. The paratroop doors in each clamshell are an engineering marvel in their own right. Seemingly made of Meccano and inward opening, they can also be folded in half vertically so that they can be opened when the ramps are stowed. There are photos that demonstrate it was also possible to open half a door in flight. To keep weight down extensive use is made of hollow section ribs with numerous lightening holes. When the prototype fret arrived I was stunned to see that Marek had not only tackled the ramps but the Incredible Folding Doors as well as extensive external detail and replacement antennae, the big under wing flap guides, engine fans and undercarriage detail. Absolutely astounding! Mention of the undercarriage brings me to the one area of confusion from which the kit suffers. The undercarriage as supplied is reasonably accurate other than that you need to add an angled support member between the aft main wheels. Unfortunately however it has been modelled fully extended so that the model sits too high off the ground for a loaded aircraft. The box art conversely actually shows it flying but with the undercarriage in the ground position. The Beverley main wheels have both fore and aft scissor links. There is a small hinged fairing attached to the forward link. When in flight (oleo fully

extended) this fairing forms a flush extension to the leading edge of the main undercarriage fairing. On the ground with the scissor compressed the small fairing moves out to accommodate the movement. Luckily this fairing is provided separately in the kit (part 47) with the instructions telling you to mount it flush, and only the aft scissor being provided on the moulding. Correction is essentially a matter of cutting the oleo off and replacing it with suitable metal tubing. I favour aluminium as it’s easier to work. Drilling the fairing allows the reduction in height required. Thanks to Shelf Oddity the replacement of the scissors is no problem. Much the same applies to the nose wheel.

Preparation To return to the basic model there is quite a lot of internal work to do before bringing the fuselage halves together. MikroMir provide the pilot’s part of the flight deck complete with the rear bulkhead, seats, control yokes and instrument panel. Not bad considering how little can be seen. At the other end of the aircraft the moulding for the underside of the tail boom extends about a third of the way into the cargo compartment and again features (accurate this time) representation of the internal roof structure. In the circumstances I felt I really had to cover the gaping void in the middle that this leaves so a Plasticard panel was cut and dressed with some

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BEVERLEY transverse ribs. I also added a representation of the APU housing, which sits on the starboard side of the nose, up on the forward bandstand to complete the illusion of a full interior. The instructions would have you paint the interior white with the lower half of the sidewalls black. I can find no evidence for this. The inside of the preserved example is Interior Green overall, which does not appear to be typical as it was a trials aircraft for most of its service life. As far as I can tell most operational aircraft had white interiors, which quickly became discoloured, with a light blue lower half. This line was carried through the interior of the clamshells. The actual colour has proved elusive but access to a surviving original flight deck by kind permission of Doncaster’s AeroVenture museum revealed a close match to FS35526, the colour to aim for in this scale being an RAF issue shirt and an alternative is RLM 65 with a touch of white. As the brass also includes a forward crew entry door I cut this out and thinned the surrounding plastic locally to a more scale thickness. Opening the front door means you can see the ladder to the flight deck, which is situated immediately aft of the door. Thoughtfully Shelf Oddity have provided the ladder on the etch as well as the short external boarding steps. Speaking of ladders there is also an internal ladder up to the boom compartment, usually on the port side and not far back from the rear doors. I used a length of generic model railway ladder to produce this. As mentioned the screw jack, track, drive motor and ramp winches were replicated on the kit provided cabin roof and paintbrush detailed. Other work prior to closing the fuselage included a crash moulded astrodome to replace the rather thick kit option, nose weights and finally lengths of fine yellow painted wire fixed across the inside of the four topside escape panel windows to represent the internal release handles.

The Clamshells The kit pieces actually incorporate quite accurate moulded detail, albeit not very defined. The kit provides an etch for the internal face of the inset paratroop door, which has ribs in the right places but comes nowhere near the Shelf Oddity offering, which also provides optional external faces for the doors should you wish to show them open. Turning to the outside of the clamshells MikroMir indicates a porthole aft on each door. This is actually the intake for a ventilation unit seen on the inside of each door as a drum shaped fixture. It is depicted slightly too high so I drilled the new position, which gives depth to the beautiful external louvre etch. Also provided are the internal units and perforated triangular pieces for the aft tips of the doors. When dropping paras from the side doors an external guardrail was fitted each side. The kit etch has these for each door but they are very flimsy and of course flat. They are also missing an additional support strut on the underside of the door. Using

them as a guide I predrilled holes so that they could be replaced with sturdier and more accurate brass wire later. Obviously you can just fix the doors shut and be done with it but the other two options are doors off completely, a configuration used when dropping bulky loads for which the kit provides the necessary airflow plates, or fully open and go for it! To emphasise the rib detail better I simply added strip to the existing detail. You also need to deepen the main (hinge) rib and the large support beam around the top edge. Finally the floor area between the two doors needs to be brought up to the same level as the fuselage floor. This is the point at which you incorporate the Shelf Oddity doors. I decided to have one closed and one open. Building them requires some experience with brass and considerable patience but they look fabulous when done. You can in fact have as much fun as you wish in this area. Not only did the clamshells provide stowage space for all sorts of equipment when the aircraft was deployed, but the floor had a lift up section to create a well for the ramps to fit in when stowed.

Those Ramps The piece de resistance of the etch is undoubtedly the aircraft ramps. The aircraft freight hold floor is truck bed height to enable loading direct from a trusty Bedford or similar. If the load was vehicles, ramps would be needed. To enable operations from rough strips with no ground equipment these had to come with the aircraft. The drawings from the AP (kindly supplied by the RAF Museum) show their operation admirably. The aircraft end fitted into a channel, which enabled their spacing to be adjusted from nearly touching to almost the full cabin width to accommodate different vehicle track widths. When not in use they were stowed folded within the clamshells. Very strong and sturdy they were a masterpiece of lightweight design. Much use was made of perforations to keep the weight down and it is this that etched brass is particularly good at replicating. The etch I was working with was the development prototype and some improvements have been made on the production set. They remain quite tricky to build, but are very sturdy when complete and like the doors are well worth the effort, so close are they to the prototypes in fact that the possibility exists to show them folded or partially extended, which would really showcase all the perforations and detail.

Construction Continues Having spent a good deal of time on the interior it is quite late in the process that the fuselage can finally be joined. This does however mean that you can build the wings, engines, undercarriage and tail

The Matuo Kasten resin Saladin is not a bad model and I only added a tow cable to the glacis plate

empennage whilst the interior work continues. Having been presented with replacement flap guides on the new etch I needed to remove the rather anonymous kit offerings. This actually became easier when I found a picture of an aircraft being loaded with a few degrees of flap set. I duly removed the flaps, which made trimming the plastic straightforward. You need to create new leading edges for the flaps but again it becomes easier to cut the necessary slots and add the hinges set at whatever angle you choose. Note that when fully deployed you could see daylight between the wing and the flaps. Once the flaps are removed and the wing cleaned up the halves can be joined. I took the opportunity to add static discharge wicks near the tips, three on each side. The other wing job is to blend in some clear sprue at the tips for the navigation lights. Note these were clear covers over coloured bulbs so you need to predrill them and apply a drop of red or green to get the right effect. I did consider actual lighting and even motorising the model, as loads of internal space and hollow wings would make the work easy enough, but decided that time, budget and having the cargo bay open would preclude that option for me at least. Some time needs to be spent refining the trailing edge, which is a little thick, and oddly the instructions advise you to trim where it meets the fuselage - possibly a late change to the tool - but the finished wing captures the massive original well. During this part of the build I also built the power eggs, which can be left off until painting is complete. Again Marek has provided replacement engine cooling fans and radiator flaps to enhance the kit offering. He has also come up with a representation of the exhaust stubs that are visible aft of the cooling gills, quite important as they are grouped and the exhaust stains that flow from them are prominent. The kit propellers have been tooled as three pieces, the prop itself plus a spinner and back plate. These turned out to be quite a challenge as the props are delicate and have a ridiculously short stub at the rear, which makes handling and attachment unnecessarily difficult. Worse, the prop boss and back plate mouldings are poor and heavily flashed. This led to a good deal of delicate fettling before they would go together. Having gone that far I drilled them out from the rear and added a more substantial metal spigot that gave a more positive attachment and enabled handling while painting the quite complex colour scheme each blade requires. All this repeated four times. You will need to open up the cowlings slightly to allow the cooling fan to show. I suspect that in fact the prop bosses are slightly too big in diameter. Whilst on the cowlings, a few passes with a scriber will sharpen up the step immediately forward of the cooling gills, which on the real aircraft are separate to the main cowl. Returning to the fuselage constant checking of the fit as the interior is built up paid off when finally joined. I had built the floor and roof into the starboard half so that the last items in were the two ladders. Even so considerable clamping and patience proved necessary to get a good join. Once this was set and polished out I restored the lost panel lines and added the nose and cockpit transparencies, which come with sufficient surround to enable them to be blended in. A final fuselage job is to drill the two landing light housings under the nose. The thickness of the plastic works for you here as you can use a burr to create the dished housings into which a 1.5mm lens (praise be to Little Cars) can be popped later. There is quite a lot of work necessary to get the top of the fuselage detail right. I drilled preparatory holes for the various antennae and whip aerials as well as a beacon that sits above the canopy. You then need to add the big intake over the flight deck

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BEVERLEY and the four small vents above the boom. Note that these vents should face aft, not forward as depicted in the instructions. Finally there is a long external conduit that runs parallel to the centreline about a scale foot to starboard, a simple addition from strip.

Wings and Things In view of the complex painting required I decided to keep the wings and tail empennage as separate pieces. Work on the flaps is described above and keeping the wings separate makes all of that easier. The big wings are hollow and only butt join to the fuselage, so to add strength and ensure alignment in final assembly I incorporated a short length of aluminium tube into the fuselage to act as a main spar. The brass etch provides some final detail including very delicate aileron and trim tab actuators and some neat vents missing from the wing tips. Replacement vents are also provided for the tail fins albeit in that case I found that opening up the moulded ones was perfectly fine The etch also provides a considerable amount of detail for the side of the barn like exterior. Various brackets and vents are provided as well as the clamshell hinges and what look like two push-in steps for the starboard nose. They are in fact vents for the internally mounted APU, which provided power when operating from austere sites. When the APU was in use they were slightly open. To simulate this I deepened the marked panel with a fine chisel so that I could set them at an angle. You will need to scribe the lower one as, faithful to the original plan’s deliberate mistake, MikroMir have not shown it.

Colouring In The kit offers an excellent range of colour schemes although it was always going to be the desert camouflage for me. Close examination of the decals and instructions however reveals a number of errors. Firstly the camouflage scheme depicted on the instructions does not match photos of the aircraft. Secondly all of the profiles show the fuselage roundel in the wrong position, as it should be further aft, the outer blue ring overlapping the third and fourth windows from the tail. The under wing serials and the fuselage S are given as white on the decals and this appears to be correct for the serials, despite references to the contrary examination of photographs of this aircraft confirms it. The same photos however also clearly show that the S on the nose should be grey and positioned over the first porthole, not further aft as on the drawings. The decals provide an excellent rendition of 84 Squadron’s scorpion but unfortunately assumed it was handed. Clearly a stencil was originally used as in reality it faced aft on the starboard side and forward port, a situation you

can’t achieve with the decals as printed. Finally, and I confess it was Marek who spotted it not me, the MIDDLE EAST titles have been misspelt MIDLE. In view of this I am indebted to Marek for producing a spare set of the replacement decals he made to correct the errors. The basic colours for the scheme are Light Stone, Dark Earth and black. As I recollect they were at the time one of the first aircraft to receive the new, quite shiny, and allegedly more durable, polyurethane finish. Being regularly sand blasted eventually took the sheen off, but the finish was not in service long enough to get really weathered. The stone and black both came from Xtracrylix XA1813 BS361 British Gulf Armour and XA1012 Night Black, which has the correct sheen and tone for the job. For the Dark Earth I used Mr Colour H72. The upper surface colours were both lightened slightly for scale effect. Masking was Blu-Tack rolls filled in with tape to ensure a slightly soft edge. One problem that I had created by drilling the windows was keeping paint out of the interior. The solution was to break a couple of centimetres off the end of cocktail sticks that were then wedged into the portholes. Whilst it made the fuselage look rather like a Roman galley I can report it worked as planned. Photos of XM106 show that during its service it endured at least two crashes, and at various points had one silver engine cowling. This was a not uncommon situation. If a Beverley engine was damaged somewhere away from home a complete replacement power egg would be flown out. As the bulk of the fleet were still silver there was a high probability that was going to be the colour of the cowling you got! Once the basic paint scheme was cured I decided to decal the wings so that I could add the delicate brass aileron and trim tab actuators after as much handling as possible had been completed. At this point I also discovered that there were walkway lines on the upper wing. These were created from Xtradecal black strip. I also turned to Xtradecal for replacement roundels, though there is nothing wrong with the kit ones save that the blue is rather light for a new/recently painted airframe. I hesitated briefly as the lighter blue would in fact not look wrong if you were going for long service faded. In the end I erred to photos, which showed a darker shade. I used the under wing serials and roundels from the kit sheet albeit they appear to be slightly oversize. Keeping the wings separate meant I had better access to airbrush exhaust stains etc. before final assembly and touching up. Beverleys exhibited fairly substantial exhaust staining after they had been in service for a while and it is worth studying photos of specific aircraft to see how much. The pattern was also affected by airflow and it is

noticeable that on the top of the wing the starboard side of each engine has a darker streak than the port, probably attributable to the direction of propeller rotation. The flaps had different airflow patterns, especially fully extended when there was a considerable gap between the wing and the flap leading edge, and consequently the top of the flaps could show both oil and exhaust staining and the pattern was not necessarily consistent with that on the rest of the wing top surface.

Home Straight, Almost Bringing all the sub assemblies together was, I confess, something akin to juggling cats. I had to add reinforcing pins to the vertical tails as the kit’s butt joints were not going to be up to it, and lining up the undercarriage legs and supporting stubs was interesting to say the least, but in time a Beverley duly emerged and very nearly stood on its own wheels. At this point I discovered that all the weight I had built in was still not enough to prevent tail sitting. You now have two choices, coming up with a dummy load made of depleted Uranium and positioned well forward in a manner akin to getting ships in bottles, or doing what they did on the real aircraft after a number of loading incidents. A part of the standard kit carried was a big screw jack designed to be positioned under the cabin sill immediately forward of the clamshell hinge line. In the event I did neither as I was pegging the model to a base and the deployed ramps would serve the same purpose, though with a hundred percent hindsight I advise plenty of nose weight at an earlier stage in the build. This resolved I added the final delicate brass details and touched-up as required before finally fixing the model to the base. In this respect the use of aluminium tube for the undercarriage proved correct, as it had enabled me to drill right through the undercarriage bogies so that I could insert brass rod pins. These are hidden by the wheels and make for a stronger connection than just adhesive would. There were times when this build was testing, but oddly enough most of them were not really brass related. The brass is cutting edge and certainly challenged my abilities in building very small things. The finished result however is well worth it and I can only record my unbounded gratitude to those who made it possible. By the nature of our calling we buy models, look at them admiringly and put them back in the box. Hopefully the advent of accessories as good as these will spur you actually to build the thing, and it is certainly an impressive reminder of a time when the Royal Air Force really did span the globe.

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Whirlybird Westland Dragonfly HR.3 By Colin Pickett

The Dragonfly Today I saw the dragonfly Come from the wells where he did lie. An inner impulse rent the veil Of his old husk: from head to tail Came out clear plates of sapphire mail. He dried his wings: like gauze they grew; Thro’ crofts and pastures wet with dew A living flash of light he flew. Alfred, Lord Tennyson

improved centre of gravity range, something that had been an issue on the Dragonfly necessitating in the installation of counterweights during some operations.

Kit No: WPX72040VR Scale: 1/72 Type: Vacform Manufacturer: Whirlybird www.whirlybirdmodels.com


dramatic start to a modelling article I understand, but this piece captures the fragility of the Dragonfly as an insect perfectly, and the apparent fragility of the early helicopter well too, although this was written long before such impossible looking machines took to the air. The Westland Dragonfly was a further collaboration with the pioneering Sikorsky resulting in one hundred and thirty three airframes, based on the S.51 helicopter. The Dragonfly’s service with the Royal Navy started in 1950 with its introduction to 705 Squadron Fleet Air Arm. The final Fleet Air Arm Dragonfly was an HR.3 (WP504) delivered on the 28th September 1953. The Dragonfly’s operational role encompassed Search and Rescue, Ship-toShore Communications and Plane Guard duties on aircraft carriers. The Dragonfly was so successful at Search and Rescue that two aircraft were kept on service at each Royal Navy coastal air station. With the Dragonfly’s replacement in service by the Westland Whirlwind it was announced in 1957 that the majority of the Royal Navy’s Dragonfly population would be returned to Westland for remanufacture into Westland Widgeons, which featured, amongst other things, a replacement cabin with improved glazing and flight controls was well as an

Arriving in a sturdy box, which should easily survive the ravages of the international postage system, the Dragonfly kit is based around a transparent vacform fuselage, however before you stop reading at this point, as I know vacforms are often considered as beyond the skills of the average modeller, please bear with me. The kit also includes a resin cockpit insert and other resin components along with a fret of etch parts to make this a true multimedia affair.

build the glazing was trimmed and fitted using white glue before the doors were installed in place. I then set about building up the cockpit, which is provided in the form of a series of resin parts. This was painted, weathered and then detailed using some spare Eduard etch harnesses to make it look suitably busy. The inside of the fuselage halves were painted grey before the cockpit and resin engine block was fixed in place. Although it wasn’t mentioned in the instructions I opted to add some lead off cuts to the back of the cockpit to make sure the Dragonfly didn’t end up being a tail sitter.

The kit comes with a colour A5 instruction booklet, which has an informative and useful narrative coupled with photographs of both the real thing and a model during construction as well as diagrams to help remove any grey areas found during construction, whilst painting and decalling is covered in a separate A4 sized colour page in the same style.

The edges of the two halves of fuselage were roughened with some course sandpaper to provide a key for the two part epoxy adhesive I had opted to use to join the fuselage halves as this would provide a good solid bond between the two parts as well as acting as a filler to allow me to sand the joint back to a clean finish. I also added some thin plastic card locating tabs to make assembly easier.

A Water Nymph is Conceived

The main wheel mounts came next, and I diverted from the instructions a little by first cutting out the opening for the frame to slot into and boxing it out with plastic card to get the fit right. I then replaced the resin down tubes with some brass tube I had in stock to make it more robust for my clumsy handling. I also drilled the hole to provide a location for the nose wheel, which I actually fitted later in the build.

As the kit is based around a vacform acetate fuselage I set about removing this from the sheet. Firstly I marked round the shape of the fuselage to ensure I didn’t cut onto the part I wanted, and then set about running a panel scriber around the outline, removing a little of the material with each pass before the fuselage was freed from the sheet. Then I sanded the parts back until the marker pen was removed, signalling that a level part had been achieved. Various openings need to be made in each fuselage half, for both the doors and engine exhausts, as well as the various cooling vents, all of which were slowly enlarged and subjected to test fitting. The doors can be left closed by leaving the openings in place, or as I did, it’s possible to form the openings and then use the etched brass doors, runners and acetate glazing provided. I carefully bent the doors so that they conformed to the shape of the fuselage by rolling a cylinder across their back, moving top to bottom whilst they were on a pad of paper (as this allows them to curve gently) until I felt happy with the shape I had. The doors were then set aside, painted, and towards the end of the

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The etched fret included provides the pitot tubes and steps into the cab, however I chose to form some of these items out of thin brass tube since I had some. The grills to the rotor head were also slotted into place and I also fitted the hoist frame at this point so it could all be airbrushed at the same time. With the preparation complete it was time to set about the Dragonfly with some paint. With this in mind it was also time to pin down which version to build, and the kit includes decals for four airframes. Helicopters covered include: • WP502 983/B from HMS Bulwark during the 1950s • WG688 904/B from HMS Bulwark during 1955


The cockpit insert completed and ready for installation

The vacform fuselage halves prior to cutting out Cutting out the parts using a scriber

The fuselage halves with the interior painted, windows masked, openings formed and resin inserts in place

The same again seen from the inside

The fuselage halves joined and sanded back, ready to receive primer

A coat or two of grey primer ready for the silver finish

• WG724 932/LM from Lossimouth during 1961

varnish. Once all this was dry a coat of satin varnish was used to bring the surface finish down to a more realistic level.

• VZ965 from HMS Ocean during the Korean war in 1953 I chose to build VZ965 in the all over silver finish used during its service in the Korean War. I have a small Korean War aircraft collection going as it is starting to become a forgotten conflict, and the Fleet Air Arm connection fits my interests well. After completing the sanding I applied a coat of Tamiya’s light grey primer, before a further sessions of filling and sanding The silver finish itself came courtesy of Vallejo’s dull Aluminium

Metalcolor range, the yellow tail rotor warning band was masked off and airbrushed, before a coat of Vallejo Metalcolor gloss varnish made the surface ready for the decals. The decals themselves proved to be a problem free affair, settling onto the surface well and being in register. The decals were in turn sealed onto the surface of the model using a gloss acrylic

The cockpit insert in place, with the lead weight installed to the cockpit bulkhead

The rotors are made from black resin, which is quite hard and less fragile than standard casting resin. I fitted these onto the rotor hub by drilling the ends of the circular blade end out with a suitably sized drill and slotting them on to the hub, forming a solid mount. In truth I fitted this very early on in the build as it provided a useful way of handling the Dragonfly during painting and building. The hub itself was

mounted on the model by fixing a short length of brass tube to the centre of the hub itself and then mounting a

Vallejo’s Dull Aluminium Metalcolor provides a good representation of a painted silver finish as seen on the actual aircraft suitable diameter of tube to the Dragonfly to allow the rotor hub to be removed for transport, and to spin if it was knocked. The tail rotor simply mounts on its hub, which was then glued in location. I added to the winch using some lycra thread and a loop formed of fuse wire to form the winch cable and hoist, as well as some lycra thread to form the cable to the winch assembly. Weathering was carried out with a black Vallejo wash. I tried to use some restraint, as I wanted the detail to pop but not to be drowned. One thing I noticed early on were the thick black rubbers holding the glazing in place on the canopy on the full sized aircraft, and I’ve attempted to replicate these with a thin line of black paint around each window.

The Water Nymph Emerges It would take a very hard nosed individual to fail to fall for the gawkish charms of the Dragonfly. Poised upon its insect like undercarriage, with its eye like glazing and delicate demeanour you can see where it got its name. Whilst some may claim that it’s the ugliness of the helicopter that allows it to fly, with even gravity rejecting it, I would beg to

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Westland WS-51 Dragonfly HR.3 WG723 of 706 Squadron Royal Navy in 1955

Former Royal Navy Westland Dragonfly HR.5 on display at the Chatham Historic Dockyard

differ, and Whirlybird’s kit captures the awkwardness of the Dragonfly’s design perfectly. Whilst the use of a vacform fuselage may deter some, the part is actually thick enough for this not to be a reason to put you off, as it retains its rigidity well, whilst not impairing the clarity of the transparent areas on completion. Once trimmed from its sheet it really behaves much like a normal kit part. Whilst not a kit for the newcomer to the hobby, if you have a bit of experience and patience then I can’t see why this kit couldn’t be built to a decent level of accomplishment. I certainly find that the completed model compares very well with the various photographs of the Dragonfly I’ve found so that means the kit passes muster for me. If this variant fails to float your boat then the RAF or BEA versions, which Whirlybird intend to release in the near future, may whet your appetite, and I certainly feel that the kit represents both good value for money and modelling time expended, and I’m very pleased to have this cornerstone of rotary naval aviation history in my line-up.

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Dragonfly HR.5 WH991 seen at the Yorkshire Air Museum, Elvington (Craig Sunter)


Fishers’ 1/32 F9F-2 Panther By Steven J. Corvi

hinder or prohibit use on an aircraft carrier during this era. Grumman decided to adopt the Rolls-Royce Nene centrifugal flow engine for the Panther with a conventional fuselage installation. This was designated XF9F-2 day fighter. The prototypes made their maiden flight on 24th November 1947.

Kit No: 3206 Scale: 1/32 Type: Resin Manufacturer: Fisher Models http://fishermodels.indiemade.com/


he USN issued a contract on 22nd April 1946 for the XF9F-1, which was to become the Panther. This was the early era of jet power and reflected a steep learning curve in both technology and actual capabilities. The inefficiencies of first generation centrifugal flow and axial flow jet engines provided the Grumman team with a challenge. The Westinghouse J30 produced 1,500lb of thrust and to have adequate power in this airframe four engines were needed. This would produce an airframe much larger and heavier, which would

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The production aircraft adopted the Allison J33-A-8 engine, which produced 4,600lb of thrust. After production commenced it was discovered that the Allison J42 was a superior engine in power and reliability and this was to be fitted in all subsequent Panther -F9F-2s and 3s. The aircraft was also fitted with permanent wing tip tanks, which extended the range. The final and most successful variant was the F9F-5, which was fitted with the J48 engine (versions P-2, P-4 and P-6A) that produced 6,250lb of thrust. The F9F-5 had a two foot extension of the fuselage, wing fences and a taller tail fin to accommodate the new engine. The airframe and power plant changes made for a better performing airframe but performance wise it still lagged behind the swept wing configurations of the USAF F-86 Sabre family and the Russian designed MiG-15. This would lead to the F9F-6 and 8 Cougar family of Grumman jet fighters, though that’s another story… The F9F Panther has been represented in both 1/72 (Hasegawa/HobbyBoss) and 1/48

PA N T H E R (Trumpeter) with HobbyBoss and Trumpeter being newly tooled kits. In 1/48 the older Monogram kit is the more accurate in outline and is equally detailed although panel lines are raised. In 1/32 the Panther has only received scant attention with a vacform kit by Combat of the F9F-5. This was a decent kit but required scratch building skills and many spare parts. Fisher Models and Patterns has remedied this with an excellent complete resin kit of the F9F-2 Panther. They also make a F9F-5 in resin as a complete kit. The kits are available directly through Fisher Models and Patterns and well worth the investment. They are ideal for a person not completely experienced with resin kits since the fit is remarkable and the breakdown is quite simple, so a good example can be made with a slight modicum of skill with resin. The best place to start is with the clear instructions and this leads you to constructing the excellent cockpit area. The front office is well laid out and builds into an excellent rendition of the Panther cockpit. The instrument panel is sandwiched between the etched brass and paper printed instruments. Fisher gives you a few of the printed instruments and recommends you cover the paper instruments in clear Scotch tape. This will give the illusion of glass, after which you glue it to back of the etched brass instrument panel. The resin parts fit well and the etched brass cuts easily from the sheet. I painted the inside Testors Interior Green FS34151 and picked out details in black. I then dry brushed the cockpit and instrument panel to have all the details pop. The resin ejection seat is also an excellent rendition of the type and builds quite easily with some etched brass seat belts and leg restraints. I then added a careful wash to weather up the interior. After everything was dry I test fitted the cockpit assembly into the fuselage and the fit is exceptional. The instructions tell you to add some weight in the nose and the area in front of the instrument panel provides an easy area to glue your ballast weight. Once the cockpit is glued into place the fuselage assembly is then ready for the wings. This is the only area where filler is needed to close the few joins visible in front of the intakes. The fit again is excellent and once the wings were superglued into place I used autobody filler to fill in the join area. This was then sanded smooth quite easily. At this juncture, I fitted

the windscreen into place with white glue and let it dry overnight. The fit of the windscreen was excellent and the clear resin was distortion free. I then carefully glued the horizontal stabilizers into place and made sure they were true and even with the fuselage. I masked the windscreen and cockpit area and then primed the whole airframe with Tamiya Gray primer. This creates an excellent surface for the final paint coats. The leading edges of all flying surfaces on the Panther were painted with silver Coroguard and I replicated this with Tamiya Silver Leaf TS-30. I let this dry overnight and then masked off these areas to prepare for main colour. I painted the airframe with Testors Enamel 1717 Gloss Dark Sea Blue FS15042, which comes closest to the colour chip in The Official Monogram US Navy and Marine Corps Aircraft Color Guide 19501959, Volume 3. I find other paints including Vallejo, Tamiya and Humbrol to be off a little in hue. This paint is best applied if it is slightly heated before application. It tends to flow well over the airframe and requires no gloss coat for the decalling stage, which is an added bonus. I also painted the wheel wells Testors Interior Green FS34151. My sources confirm Gloss Insignia Red FS11136 for the interior of the airbrake well and airbrake door itself. The airframe was now allowed to dry to ready it for the decalling stage.

Point Hawaii 1958-59 with appropriate resin parts to make a drone controller • F9F-2 BuNo 124709 of LCdr. W.T. Amen I chose the last option. This airframe shot down a MiG15 on 9th November 1950 during the

Korean War. The decals also provide the canopy seals in white for the main canopy and this makes this task much easier. The decals are nice and provide a few extra letters and numbers that could be handy on other 1/32 projects of this era. I finished by sealing the decals in with Testors Flat Lacquer Clearcoat.

The decals went on smoothly and settled down with Micro Set and Micro Sol. The opacity was excellent and everything was in register. There are only a small amount of stencils on this airframe and these are provided on the Fisher decal sheet. Fisher provides markings for three birds:

I now turned my attention to the HVAR rockets and assembled and painted them with the 6.75 RAM rocket heads. The rockets were painted dull aluminum Tamiya Spray Lacquer Aluminum Silver TS-17 with an Olive Drab warhead. The speed boards were attached and the landing gear painted Gloss Dark Sea Blue FS15042 with the attenuator pistons painted polished Chrome Silver. The tyres were painted Gunze Sangyo H77 Tire Black. Now the airframe was looking about complete with the last bits being attached, which were the main canopy and the nose gun guard, which kept the guns from getting snagged by the barricade in case of an emergency landing being required. This is a nice little detail that Fisher provides.

• VF-91 Panther from USS Phillipine Sea circa 1953 (Korean War?)


• F9F-2KD GMGRU-1, Barbers

This was a highly enjoyable build and I can say it is by far the most detailed and accurate F9F Panther in any scale and is highly recommended. The kit may be more expensive than ant injection moulded kit in 1/32 but the details and extras provided add up to a good bargain as no aftermarkets are needed for this kit. All I added were brass gun barrels. My next stop will be the F9F-8 Cougar. Mr Fisher again provides us with the definitive kit of this type in any scale again. So as they say watch these pages.

References Grumman F9F Panther/Cougar: First Grumman Cat of the Jet Age, Brad Elward, Specialty Press, 2010 Ironworks: Grumman’s Fighting Aeroplanes, Terry Treadwell, Motorbooks, 1990 The Official Monogram US Navy and Marine Corps Aircraft Colour Guide 1950-1959, Volume 3, John M. Elliot, Monogram Aviation Publications, 1993 Air War Korea 1950-1953, Peter Jackson, Motorbooks, 1998

JUNE 2017 • VOLUME 39 • ISSUE 04



Haunebu II German Flying Saucer By Andy McCabe

Control room with Airscale 1/72 Luftwaffe instrument decals

Kit No: SQM0001 Scale: 1/72 A question of scale, a 1/72 Spitfire alongside the Haunebu II

Type: Vacform Manufacturer: Squadron Models www.squadron.com


he Haunebu II Flying Saucer was a mythical design that was developed and flown by Germany during World War II. Although no definitive proof exists that the machine ever actually flew there is no doubt that documents existed for its design and concept. Certainly if it ever did make it into the air then there would be some form of photographic evidence to prove this but the subject provokes an interesting discussion on many forums.

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The Haunebu II had, and I use this term very loosely in the following description, a diameter of 26.3m and was powered by a Thule Tachyonator (Thule Triebwerk) 7c electro magnetic engine that could power the machine to supersonic speeds between 6,000 and 21,000km/h. It had a crew of nine and was armed with two 110mm cannon in a fuselage top rotating turret and eight smaller cannon in ball turrets on the bottom of the fuselage. After the cessation of hostilities no evidence could be found by the Allies of the aircraft’s existence and rumours spread that the machines were taken apart and taken by Uboat by Germany to underground bunkers elsewhere. This is an interesting kit and an unusual first kit subject for Squadron Models. The kit is superbly presented in a sleeved box with superb artwork worthy of and also capable of framing. The box contains nine sprues of grey and one clear sprue of injection moulded plastic, 125 parts in total, one decal sheet and one full colour assembly, painting and marking booklet. The parts are superbly moulded with excellent detail to them.


Colour call outs are provided at each stage of the build and these are for Vallejo paints. Decals provided are for Haunebu Geschwader Neu Schwabenland Antartica, 1944, which incidentally is where it is rumoured they were sent to before the end of the war. Intriguing! This is a very interesting subject, even if it is just a mythical subject… or is it?

The Build This begins by assembling the lower hull plate. Not knowing what to call this part I settled for hull. These are two large parts and are best assembled using the lower dome as a strengthening part. The landing gear bay doors are supposed to be fitted next, but these were left off for assembling later on. The undercarriage bays were now installed. The access gangway is now supposed to be installed, but again this was left off for installation later on. The access tunnel was now fitted

and the build moved on to assembling the control room walls. These are in three sections which locate very positively together, and were then sprayed with Lifecolor UA512 RLM78 Hellblau after which the oxygen bottles were sprayed yellow and the radiator silver. These items were then fitted to the control room walls. The consoles were sprayed light grey and then the panels were masked off and painted matt black. Airscale 1/72 Luftwaffe instrument decals were applied to the panels, which really added a lot of detail to them. The control room floor and centre column were sprayed silver and the seats painted and both consoles and seats were then fitted to the floor. The four lower gun turrets were now assembled and fitted to the lower hull. These can be rotated and the guns moved up and down thanks to some clever model moulding from Squadron. Assembly moves on at a pace now by fitting, but not gluing, the control room onto the lower hull.

The reason for not gluing the control room yet is that the two upper hull halves when glued together have pegs in them, which locate into holes in the control room and lower hull. If the control room is glued into position too early then the pegs will not all line up into the holes. The control room sidewalls were now glued onto the control room floor and the upper guns were assembled and fitted to the upper dome. This is a very nice tight fit on the control room and allows it to be removed to see all of your hard work inside. The model was now given a coat of grey primer and any gaps filled before it was given an all over coat of Lifecolor UA512 Hellblau. Masking now commenced for the camouflage scheme. This is a big model and quite difficult to mask as you are going round in a big circle. Eventually the masking was done and then Lifecolor UA059 RLM 62 Green was sprayed on. When dry another masking session commenced before Lifecolor

UA508 RLM 75 German Luftwaffe Grauviolet was applied. A dark wash was now applied all over the model using Ultimate Dark Dirt Weathering wash. When dry this was wiped off, working down the hull to create weathering streaks. Ultimate Rust was then applied to some of the panel lines and streaked to weather the hull down a bit more. The decals were now applied. These take a long time to soak off so be wary, as if you try to remove them from the backing sheet too early they will break apart. Once I had discovered this the rest of the decals went on without a hitch. One option is provided, for Haunebu Geschwader Neu Schwabenland, Antarctica 1944, in RLM 62, RLM78 and RLM 75. The undercarriage was now sprayed silver and the tyres with Tamiya XF-85 and then assembled and fitted to the model. The undercarriage bay doors and access ramp were now fitted and the model was finished.

Conclusion A very interesting subject that provokes conversation from family members as to whether it actually existed or not, and as it has never actually been either proved or disproved it is a discussion that will continue amongst history buffs for many more years to come. Squadron have made an excellent job of this first plastic model kit and it certainly is eye catching and impressive when finished. The fit of the parts is excellent from start to finish and it was a thoroughly enjoyable and interesting model to make. I am very pleased that this model made its way to my doorstep and I was given the opportunity to build and review it, I have no doubt it will be a very popular model and make its way onto many World War II dioramas. I would really like to know if the Haunebau actually existed. Wouldn’t it be good to see one emerge from some long forgotten German tunnel somewhere? In the meantime we have an excellent 1/72 model of it from Squadron.

JUNE 2017 • VOLUME 39 • ISSUE 04



F7U-3M Cutlass

By Steve Muth

Peregrine Publishing

The refueling probe in the nose reveals that it is late production example. M suffix denotes that it is equipped to carry the Sparrow missile. Note that the nose landing gear doors are down as is normal for the F7U-3. On the F7U-1 they are closed when the aircraft is on the ground


esign work on the Cutlass began in late 1945 and was driven by two things. The first was a Navy requirement for a jet propelled day fighter with a higher performance than existing production fighters currently in use. The second was the problem of compressibility that started showing up during World War II. It was discovered that at speeds over 500mph (Mach .75) the down wash from high speed airflow over the wings struck the horizontal stabilizers causing the nose to pitch down producing very high stick forces that pilots were unable to handle and causing all control inputs to be ineffective. Many pilots were lost on both sides due to this condition. Vought engineers eliminated this problem by eliminating the horizontal stabilizers and thereby were able to meet the Mach .9 requirement the Navy desired. Twelve designs were submitted by six different companies by the Request for

Port main landing gear outboard. The struts and wheel well door interior are painted Gloss Insignia White. The wheel should also be Gloss Insignia White but appears to be Light Gull Gray.

Proposals due date of 15th April 1946. Vought was selected the winner and was awarded a contract on 27th June 1946 for its V-346A tailless design. The first of three prototypes of the XF7U1 was completed on 10th December 1947. It was an advanced design with many groundbreaking firsts:

was decided by Vought engineers before they had access to the Arado swept wing data. They saw nothing in the data to cause them to change anything in their design. Quoting Dr. Schoolfield, Chief Aerodynamicist for Vought: ‘it was an entirely home grown effort entirely devoid of any outside influences’.

• First US fighter to have an afterburner designed in from the start

The F7U-1 was the initial production version of the F7U design and fourteen plus the three prototypes were built. From experience operating these aircraft certain design changes were found to be required. As a result the aircraft was redesigned and became the F7U-3, the subject of this Walkaround.

• First Navy swept wing jet, with the wing swept thirty five degrees • First tailless design to be mass produced for US Service use • First US jet fighter to carry rockets in an under fuselage pack • First US Navy fighter to utilize irreversible power control Rumours abound that the Cutlass was derived from German World War II data on swept wings but the truth is that the swept wing plan form

Starboard main landing gear well aft with right door interior (Courtesy Gary Campbell)

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The F7U-3 featured: • Changing the engine from the J35A-29 with 4,900lb of thrust to the J46-WE-2 with 5,800lb of thrust • Greatly increased number of access panels to ease maintenance

Cockpit starboard side, appears to be unrestored. It is also missing some equipment. The cockpit sheet metal and equipment is dull black while the seat, floor, control column and rudder pedals are interior green.


Cockpit starboard side Cockpit forward with instrument panel and gun sight

Cockpit port side

F7U-3M seat

Cockpit port side and floor

• Many detail changes to reduce manufacturing man hours • Total redesign of the cockpit to increase pilot vision, particularly when landing • Enlarged the dorsal and fin area for better stability • Increased wing area from 496sq.ft. to 535sq.ft. to help compensate for the large gain in dry weight • Blunt trail edges on the ailevators These changes resolved many of the problems experienced with the F7U-1 but the F7U-3 was still underpowered because of the weight growth. It was only in full afterburner that the potential of the airframe could be explored. Despite the power deficiency it still outperformed most of its contemporaries. A total of 220 Cutlasses of all types were built before it was superseded by the fabulous F8U Crusader.

This Aircraft This aircraft is F7U-3M, Bu No 129655, displayed at the National Museum of Naval Aviation at Pensacola NAS in Florida. It was

photographed on 9th April 2012 and is externally restored. The cockpit is still original.

Camouflage and Markings The NMNA appears to have restored its F7U3M Cutlass in rather generic markings with no aircraft number or tail codes. In 1958 the aircraft would have been painted according to Mil-C18263(AER) dated 1955. It called out NonSpecular Light Gull Gray top sides and Glossy Insignia White undersides, the two colours blending at the mid section. The leading edges and frontal surfaces were to be painted in an approved rain erosion finish, metal surfaces to be in aluminized silver paint and the fibreglass plastic varying from natural tan to black. All horizontal control surfaces were to be Glossy Insignia White as were the wheel wells. The wheels and struts were to match the adjacent surfaces. Somewhat later the rudder was also called out to be Glossy Insignia White. All wing insignia were to be applied symmetrically on the fifty percent chord line. This applied to the National Insignia and the words NAVY or MARINES, in black. The antiglare panel and wing walkways were to be dull black too. A February

1959 amendment stipulated that the edges of the landing gear wheel doors were to have Glossy Insignia Red edges. Air brake and interior wells and other access panel covers and interiors were also to be Glossy Insignia Red. As with everything concerning aircraft camouflage and markings, many aircraft were painted somewhat differently, so it is best to examine period photographs of the specific aircraft you are interested in and use the specifications only as a starting point. There could be changes due to aging, of both the aircraft and the photos, weathering, different paint batches or even a switch in paint due to unavailability of the desired paint, particularly in the field. Also you must bear in mind the vagaries of apparent colour interpretation and printing. The same colour can appear grossly different in different lighting conditions. Fluorescent lights are generally cool/greenish while incandescent lights are warm/yellowish. In the sun is different than in the shade and a bright day or shady day different yet. The list of variables is endless. The specifications can only be considered a starting point for any but a pristine, just rolled out the door, finish.

JUNE 2017 • VOLUME 39 • ISSUE 04



Last Fights Over the Pacific By Robert Humphreys

instrument panel. Among the plastic parts are several that are superfluous to the Seafire III variant, but which will make useful additions to the spares box. The A5 sized instruction booklet contains a concise history of the type in Czech and English and a parts map, while the step by step build guide is pictorial. The separate painting guide depicts three aircraft, all in British Pacific Fleet camouflage and markings, more of which later.

Kit No: 48052 Scale: 1/48 Type: Injection Moulded Plastic Manufacturer: Special Hobby Hannants/Squadron


his kit comes within a large top opening box and contains six sprues of various sizes of light grey plastic with nicely recessed surfaced detail, all contained in a plastic bag to prevent damage. The transparencies are also separately packed as are the decals, which

share the same bag as the vinyl strengthening plates, photo etched parts and the film parts for the

Construction starts with the cockpit and consists of the instrument panel with controls and the pilot’s seat, frame and harness. The instrument panel can be used as is with its raised detail dry brushed, or upgraded by using the film and metal parts for an enhanced appearance. Likewise, adding the metal harness to the seat is a delicate operation but certainly worth the end result. Separate cockpit side walls are also provided to improve the existing integrally moulded cockpit

could be improved by a touch of filler, but I would come to regret acceptable later on in the build. There are very few location pegs and holes on the major parts, which means that extra care should be exercised to lessen the amount of filler and subsequent sanding which might be required later on. With the fuselage halves together, the vinyl tape to simulate the strengthening strakes along the cockpit sides and around the radio access hatch can be applied. Two sets of each are provided, just in case of mishap, and they really do look the part on the completed model. At this stage I jumped a couple of steps in order to fit the arrester hook. The lower rear fuselage has a cut out to accept this piece of kit, which I displayed in the raised position, although it can be deployed. I also fitted etched metal parts PP20 and PP21 on the fuselage sides at this point having carefully curved each part so that it would conform to the fuselage’s contours before any adhesive was applied. Returning to the build sequence, the wings are assembled next. The Seafire III had manually folding wings, with the fold lines located immediately outboard of the wheel wells and at the wing tip. No provision is made in the kit to build an aircraft with the wings folded, and quite a bit of extra work would be involved if such a configuration were to be depicted. However the main wing fold line is represented by an engraved line, while the wing tip joint represents the outer fold. The wheel wells are boxed in on the one piece lower wing before the separate upper surfaces are

detail. All this makes for a very busy scene, and while testing the fit of all these within the fuselage halves, I found that the cockpit detail wouldn’t allow me to achieve a neat joint around this area. Several attempts at sanding, scraping and clamping eventually gave me an acceptable fit, which

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introduced. Separate cannon breech block access panels are provided, and in this case the narrow chord bulges, parts C35 and C36, are to be used. The characteristic gull wing feature on the lower wing’s rear centre section is nicely depicted. The wing tips are separate parts and are basically butt joined to the main wing. Before leaving the upper surfaces, the ailerons are positioned, an excellent fit, followed by the rudder and horizontal tail surface. Bringing the fuselage and wing assemblies together is where major fit issues were encountered. The fuselage wing root fillets were too wide to fit in place on the main wings, which resulted in a fair bit of trimming and test fitting. Once this problem was overcome, the fuselage stood proud of the wings, resulting in more trimming, but this time to the under surfaces of the fuselage side walls, instrument panel and the frame behind the seat. Eventually the kit succumbed to my determination, but some filler was subsequently needed to tidy up this area. I turned to the under surfaces next, where the oil cooler intake and radiator are positioned, followed by the lower nose cowling and the carburettor intake. All parts fitted flawlessly. The pitot tube and tailwheel were not fitted at this stage to avoid potential damage. The main

undercarriage is a sturdy affair and we have a choice of main wheel hubs to fit within the two part wheels. As Seafires were often seen with covered hubs, this is what I opted for, but I have no information one way or the other as to what was actually fitted on the specific machine I modelled. The build nears completion now by fitting the cockpit door, previously assembled

propeller and spinner, longer style cannons, parts C12, the six stack exhausts and the aerial. It was now time to attach the three part transparencies, and this is where my previous acceptance of the fuselage fit around the cockpit area paid me back. The windscreen fitted without any issues, but the rear transparency was too narrow. Filling and sanding sorted things, but the sliding hood wouldn’t sit in my preferred closed position. My solution was to slide it back, but this time the fuselage was too broad for the width of the hood. This was sorted out but it makes me wonder if these fit issues were all caused by my ham fisted approach or whether it was an inherent issue.

Slate Grey not Black as depicted. As for the wing root walkway areas, I couldn’t find any evidence for these on the real thing. The decals are nicely in register, the colour density is great and they stick like limpets as I found out to my cost, so be warned. It’s a shame that no wing walkway lines or stencils of any sort are included, but there we are. To sum up, I enjoyed the build despite a few small niggles, and the finished model looks every inch a Seafire. Perfectly adequate straight from the box, there’s still plenty of scope for those who like to super detail their projects to enjoy this one too. Happy modelling.

Painting details and decals are given for

three British Pacific Fleet aircraft namely PR256, S-146 from 894 Squadron, PR240, N-155 from 880 Squadron, and 887 Squadron's NN212, S-112, all in Dark Slate Grey and Extra Dark Sea Grey uppers with Sky under surfaces. It appears that the camouflage colours on the profile drawings of PR240 have been transposed and that her spinner should be Sky, not Black. On the other hand PR256’s spinner was Dark

JUNE 2017 • VOLUME 39 • ISSUE 04



The Arrow and the Fighting Blackbird

By Tony Grand

Sir Sydney Camm famously said, ‘all modern aircraft have four dimensions: span, length, height and politics. TSR.2 simply got the first three right’. This build is about two more examples of the right stuff, which disappeared in that fourth dimension: the Avro Canada CF-105 Arrow and the Lockheed YF-12.

North of the Border The Avro Canada CF-105 Arrow

Kit No: 1393 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Hobbycraft Hannants


sing only half the runway, the great white painted Avro delta lifts into the air on its first flight. Ah, the Vulcan, you say... But this is 25th March 1958, and the plane is the Avro Arrow. The Avro Canada Chief Experimental Pilot flying it is the legendary Jan Zurakowski.

A colleague of my elder son went to Canada recently for work purposes. One evening in the bar, a major topic of conversation was the cancellation of the Arrow programme, fifty years ago on Black Friday, 20th February 1959, less than a year after that first flight. The fate of the Arrow is still invoked by the media and others, if the Canadian government is deemed negligent in protecting some home grown technology company or asset. To intercept the first generation of post World War II Soviet nuclear armed bombers, Canada had developed the very successful Avro CF-100. Its gestation was lengthy for the times, and recognizing that the delays in the development and deployment of the CF-100 could also impact its successor, together with the fact that the Soviets were working on newer, jet powered bombers that would render the CF-100 ineffective, the RCAF began looking for a supersonic, missile armed replacement for the

Canuck even before it had entered service. In March 1952, the RCAF's Final Report of the AllWeather Interceptor Requirements Team was submitted to Avro Canada. The result, after various design iterations, was the CF-105. I have read much of what has been written on the plane and, allowing for the partisan and even polemical nature of much of the material produced, it is hard to disagree with Bill Gunston’s assessment in Fighters of the Fifties that the Arrow was ‘in almost every way the most advanced of all the fighters of the 1950s’. Even the prototypes, the Mk 1s, surpassed their designers’ expectations, easily achieving Mach 2. The service Mark 2s would have gone further and studies for the Marks 2A and 3 were in progress before the first Mark 1 flew. The Mark 3 would have provided competition for the YF12A. The Arrow 2 had a number of very advanced features, including what I think was the first fly-by-wire system, and an enclosed missile launch system involving very rapidly cycling doors, à la Raptor. Clearly the Arrow programme was expensive and like other nations in those postwar years, including the USA, Canada had financial problems, which the incoming Diefenbaker administration was determined to counter by cutting perceived waste, this including, in their eyes, the Arrow. But the manner of doing it was brutal: 14,500 jobs disappearing overnight at Avro and some 13,000 in the supply chain. All the Arrow Mk 1 development aircraft, the first of the Mk 2s, jigs, documentation etc. (sound familiar, TSR.2 buffs?) were ordered to be destroyed and all work on the potentially world beating Orenda Iroquois engine, which was to power the Arrow Mk 2, ceased. Was there dirty work at the crossroads? Did the USA scupper the Arrow, anxious to have total control of defence against the Soviet bombers that any moment were expected to appear over the North American horizon? Ah, now there’s a question… Can we think our way back into those anxious days of the 1950s? To the build! There are two kits, one in 1/48 and the other in 1/72, both by Hobbycraft. They have not had the best of reviews, and rightly so, but they offer a cheap basis for those of us who are happy to put a bit of work into representing a plane we’ve

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always wanted to see on our shelves. I opted for the 1/72 offering and it turns out to be very basic. No cockpit detail, just a plank and two armchairs for the two pilot figures provided; no gear well detail. The undercarriage, whilst the right size and clearly representing the original, is very crude and the main wheels are too small in diameter. The exhaust area is completely wrong, being very rounded, with the turbine faces very near the end, whereas the prototype has nozzles with a straight taper. The intakes are also inaccurate and the nose profile is wrong. The overall impression is a fairly crude one. Having said all that, the wings have the correctly cambered leading edges and tip wash out and the assembly of the kit is well thought out, the main components going together well. The main fuselage is a two part box, with strengthening bulkheads, and with the wings fitting positively on top. The seam between the wings is covered neatly by the fuselage spine. I noticed on the web that there was an improvement set by Mastercasters. As I purchased it, this provided a new nose, with the consoles moulded in, and including canopy and nose wheel bay, new intakes, with nicely detailed bleed plates, and nose-wheels. The set would normally have a white metal nose wheel leg and transparencies but there had been quality issues with these, I gather, and I therefore got the items listed above for a reduced price. Many thanks to Mastercasters. I began by cementing the upper and lower halves of the fuselage box. These are provided with good location points but I made assurance doubly sure by adding lengths of styrene strip as extra keys. Setting the box aside, I turned to the Mastercasters nose and cockpit assembly. The nose is based very closely on the kit item it seems, and as such is not quite prototypical, the radome of the Arrow Mk 1 being more conical than the curved item in kit and correction set. I went with this, as it would have been a pig to correct. The two halves of the nose did not match up, the starboard half having shrunk, I think. They were in different coloured resins, so that may have something to do with it. Filler and a bit of styrene sheet did the trick. The representation of the consoles is accurate according to the photos and plans in Avro Arrow, with reasonable instrumentation moulded in.

H AU N E B U I I Because of the small cockpit opening, not much will be visible. Also, most photos of the five Arrow prototypes show them with only the pilot’s clamshell canopy open, largely I think, because only one of them flew with a back seater, so short was their life. Adding the nose and the replacement intakes to the main fuselage required some filler but by no means a Green Stuff marathon. The intakes are more or less the same as the kit items, but with the welcome addition of corrected bleed plates, which Hobbycraft’s engineering just wasn’t up to I think. The section of the intakes, viewed from the front, is too square at the top, but correcting that would have resulted in trashing that nice detail and I left well alone! On the fuselage spine, there is a large air conditioning hot air outlet, and this is modelled in the kit not as a cavity, but as a strange faceted change in the section of the spine. To correct it, I backed the bottom of the spine with a piece of scrap styrene sheet, cut out the offending section and reconstructed the open with more scrap. Next up, correcting those exhausts. As these things go, not too bad. With scalpel and razor saw I removed the openings/turbine faces, leaving the central fairing. I then corrected the shape of that, following photographs, using styrene, Milliput and Green Stuff. New exhaust cans were produced from modified spares box items, filler being added and shaped until they looked okay compared to photographs, fitted snugly against the central fairing and were faired into the rear fuselage. In the nature of things, there are no walkaround pictures of the Arrow, but just enough views to help out. Are we not modellers? I repeated to myself those wise words of Chairman Hatcher, as I pondered what to do about the undercarriage. Actually, perversely, and after taking a few deep breaths, I quite enjoy scratch building undercarriages. My skill level is just such that, to the satisfaction of my own eye-sight, at least, I can achieve the necessary fakery to make them look all right. Aluminium tube, plastic rod, scrap plastic, bits of thin aluminium sheet, and good photos. In this case, to help with construction I scaled down photos in Avro Arrow to 1/72. As mentioned above, Mastercasters provide replacement nose wheels, but I corrected the main wheels, by wrapping thin styrene sheet round the circumference, achieving the correct profile by filling and sanding. I replaced the nose wheel leg completely, and everything from the main gear except the main crossbeam. At this stage the main assembly was completed and I could see that this Arrow would not win any prizes. I’d thinned the wing leading edges a little but I still couldn’t see them pushing Mach 2, and that nose… However, it would look like an Arrow and would be more than adequate for my build to show these two potential top fighters. The Mastercasters canopy assembly is very delicately moulded but has some fit issues. Also the two halves of the pilot’s section of the clamshell are the wrong shape, as are the windows. Photos, small files and scalpel saw it soon sorted. I did that between coats of primer on the main assembly. After priming with Tamiya primer, for the top coat I decided to follow Hobbycraft’s FS specifications, which led me to Xtracrylix XA1141 White FS17875 and Xtracolor X104 International Orange FS12197. Having at the first attempt

pebble dashed with the white coat, through air brushing out of doors in too low a temperature, I brush painted it and it’s very successful. The orange goes on nicely too with a brush. I found three coats was just right over the white. The fuselage spine was painted with Xtracolor Burnt Iron (hot air exit), Tamiya Flat Aluminium overlaid with Rub’n’Buff Silver Leaf (centre section) and Gunze Flat Black (rear section). The exhaust cans were a Burnt Iron/Silver mix. The decals of the original boxing of the 1/72 Arrow were described as ‘not very useful’ but those of the boxing I purchased, printed in 2006, are thin, have true colours, are on the whole accurate and bed down nicely on Klear, without any setting solution. One exception from accuracy is the walkway lines. The central triangle is on a continuous backing, and is difficult to make it line up per the drawings in Avro Arrow. However this doesn’t detract too much. I chose to model the last Arrow to fly, RL205, which flew only once. Finally I added the undercarriage and the undercarriage doors, the ejector seat and the canopy clamshells. I mounted the main gear on wire pins, superglued into the wings, and which fitted into the aluminium tube of the gear legs. The sections of the doors on the main legs are the wrong shape and I cut replacements from thin styrene, following the drawings and photos. The finished plane is very easy on the eye, though it’s not the most refined build I’ve ever done.

South of the Border The Lockheed YF-12A

The YF-12A differed primarily from the A-12 in having a second crewman in a position immediately behind the pilot This second crewman operated the extremely powerful and capable Hughes AN/ASG-18 pulse Doppler fire control radar, which had been developed for the F-108 Rapier. The radar was installed in the extreme nose of the aircraft, with the forward chines being cut back to accommodate the forty inch diameter radome. The radar supposedly had a search range as great as 500 miles. Infrared sensors were installed in the forward edges of the cut back chines. The YF-12A’s armament consisted of four Hughes AIM-47A Falcon air-toair missiles housed in a port chine bay, that in the A-12 carried reconnaissance equipment. The AIM-47A had, like the radar, been intended for the F-108 Rapier. Wind tunnel testing indicated that the revised nose and cockpit configuration would affect directional stability, and a large folding fin was mounted under the aft fuselage and a shorter fixed fin underneath each nacelle. The first YF-12A (60-6934) took off on its initial flight on 7th August 1963, piloted by James D. Eastham. Eastham was a veteran of the Berlin Airlift and the Korean War and had previously test flown the A-12. The plane’s existence was not officially revealed until 29th February 1964. Satisfied with the trials of the three YF-12As, on 14th May 1965 the Air Force placed a production order for ninety three of the production version, the F-12B, for its Aerospace Defense Command. However for three consecutive years, Secretary of Defense Robert McNamara would not release the funding, due to the cost of the Vietnam War. Finally updated intelligence, it seems, placed a lower priority on the air defence of the continental US, so the F-12B was no longer deemed to be necessary and in January 1968 the F-12B program was officially ended.

Kit No: 1141 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Italeri The Hobby Company/MRC


A-12 reconnaissance plane would make a good basis for a Mach 3+ interceptor, a replacement for the F-106 at a more reasonable cost than the aborted F-108 Rapier. The USAF was interested enough in October 1960 to give Lockheed permission to modify three A-12 airframes (the seventh, eighth and ninth) to interceptor configuration. The designation AF-12 was initially assigned to this project. Serial numbers were 60-6934/6936. One of the unspoken reasons for the Defense Department approval of the interceptor project was, it has been suggested, that it might make a good cover for the CIA supported intelligence gathering nature of the A-12 Oxcart programme. In September 1962, these three aircraft were assigned the designation YF-12A in the new Defense Department tri service scheme.

n September 1959 the USAF had cancelled its contract for the North American F-108 Rapier, a Mach 3 capable aircraft that had been proposed as the USAF's next generation interceptor to replace the F-106. The reason given for the cancellation was that the F-108, whose development may have benefited from information from the development of the Arrow, was simply too expensive for the USAF, now that the primary Soviet threat to the US mainland was perceived to be its battery of intercontinental range ballistic missiles, rather than its fleet of long range bombers. Nevertheless Lockheed thought that the Air Force might still be interested in a less costly F106 replacement should the Soviet bomber fleet ever again be seen as a significant threat. Kelly Johnson suggested to the Air Force that the CIA’s

There is currently one kit available, the Italeri 1/72 item. There was a Revell offering many years ago, but it had a solid cockpit with crew heads only. Italeri’s offering turns out to be pretty accurate, the only problem being one common to most Blackbird offerings, what one acute critic of the various 1/72 Blackbird kits has called ‘a pronounced fictitious sag underneath the rear portion of the fuselage, resembling a full nappy’. Couldn’t put it better myself, guv. Not a lot you can do about that, without really butchering the kit, and as it sits on your shelf it isn’t obvious. As you open the box, you realise this is a big beast, 101ft, dwarfing even the hefty 80ft Arrow. There are relatively few parts and since there is very basic cockpit detail and an unprototypically shallow nose wheel bay, it’s

JUNE 2017 • VOLUME 37 • ISSUE 04


H AU N E B U I I worth splashing out on the Eduard etch, intended for the Italeri SR-71, which addresses these and other matters. Interestingly, I had to trim the sides of the Eduard cockpit tub to get a correct fit. Interestingly, because comparison with the Italeri SR-71 shows the cockpit area to have the same dimensions as their YF-12A. (The Italeri SR-71 is, it seems, rather more like an A-12 in the nose area. Ain’t life interesting?) I reshaped and added some spares box bits and pieces to the rear cockpit instrument panel. After fitting the tub, I could assemble the four main sections of the plane. The result from all the Eduard brass, for cockpit, wheel wells, undercarriage etc., is very satisfying. Their provision of the flush grills on the engine nacelles etc. to replace the kit’s recessed representations is worth the money in itself. I replaced the kit’s injected tyre cans, intended to prevent further damage if a tyre burst in flight due to frictional heating of the airframe, with items from metal shim, purely because they’re

nearer scale thickness. I also overlaid the missile bay doors with shim, as they had rather round corners. Otherwise there is little to say about the build, as the kit has relatively few parts and has been well thought out. The lower fuselage section, for instance, recesses into the upper, to avoid a troublesome visible joint, and the undercarriage fits positively. Likewise there is no over provision of parts from Eduard.


than that. From 1955 onwards, the UK had shown considerable interest in the Arrow; in April 1956, the Air Council recommended a purchase of 144 Arrows for the RAF to serve alongside the Saunders-Roe SR.177 interceptor, instead of the thin wing Gloster Javelin then under study. The CF105 would have served as a stopgap until the UK's F.155T project came to fruition. However with the F.155T due in 1963 and the Arrow not likely to reach the RAF before 1962, there seemed no point in proceeding, even if the costs of acquisition had not been so high and national pride had not been a factor. But if the Arrow had gone into RAF service, requirements might well have changed, and a developed version could well have filled GOR.339, the TSR.2 spec. Avro Canada had indeed already carried out studies for such an eventuality.


very much enjoyed this dual build, the research for which gave an insight into a pivotal period in fighter development and Cold War politics. So far as the USA was concerned, it was the last gasp in the search for the Long Range Interceptor, a search for which (as Tony Buttler has said) many Canadians would maintain the goal had been sitting on the tarmac in Ontario. So far as Canada and the UK are concerned, the cancellation of the Arrow, the 1957 Sandys cancellation of fighters and the later cancellation of TSR.2 are seen as defining moments in Canada and the UK, as they both lost a major part of their aviation defence construction capability. But there are closer links

There are two options for the painting; the silver and black scheme originally worn, or the classic Blackbird look. It had to be the latter but I’m not sure if I’ve achieved anything like the original. Although some have suggested that the Blackbird’s paint is blue, that I think is a reflective effect in some photos, resulting from the special paint used, under those blue West Coast skies. Certainly, if the preserved Blackbirds I have examined, including the YF-12A at Dayton, have an accurate finish, they are clearly black, not shiny nor matt, but a rough looking finish. After Mr Surfacer, I undercoated with Tamiya satin

rattle can, then tried over spraying with a Xtracrylix Panzer Grey and flat black mix but that ended up very blue. So I then gave a not too heavy coat of Flat Black. Guess what? It ended up looking like the original plastic of the kit! The Blackbird Walkaround was very useful for detail painting and it led me to paint the main tyres, silver for heat reflection in real life, a mixture of white and silver, as a better simulation in this scale. The afterburner cans appeared sometimes flat black, sometimes heat affected black and I simulated the latter with a Black/Burnt Iron mix. At this stage I applied the decals, of the three options in the kit using that for 06936, which set records for absolute altitude, absolute speed over a straight course and absolute speed over a closed course in 1965. It has three YF-12 silhouettes on its nose in celebration. The decals went down well over Klear. I toned down the shine with a coat of Xtracrylix Flat Varnish, then added a dusting here and there of exhaust black weathering powder. Fairly satisfactory.

Goodall, Squadron/Signal 2003 Warbird Tech Vol 10, Lockheed Blackbirds, Tony R Landis & Dennis R Jenkins, Specialty Press Experimental & Prototype US Air Force Jet Fighters, Dennis R Jenkins & Tony R Landis, Specialty Press 2008

Politics, ah, politics…


Congratulations on the YF-12A's records

American Secret Projects, Tony Buttler, Midland Publishing 2007 Avro Arrow, The Arrowheads, Boston Mills Press revised edition 2004 Avro Aircraft & Cold War Aviation, Randall Whitcomb, Vanwell Publishing 2002 Cold War Tech War, Randall Whitcomb, Vanwell Publishing 2008 Lockheed’s SR-71 Blackbird Family, James Goodall & Jay Miller, Aerofax 2002 Walk Around Number 32, SR-71 Blackbird, James

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

Contemporary Canadian cartoon of Prime Minister Diefenbaker killing the Arrow



The Grumman S2F Tracker, Tracer and Trader By Richard Mason


edium sized twin engine aircraft are frequently among the most charismatic, interesting and attractive designs, and invariably offer a rewarding result for the modeller. Usually purpose designed there is a great mass of under kitted types awaiting attention that offer so much more than just another Spitfire or Tomcat. Of course being a little bigger and more complex than the glamorous fighter types they cost more to tool up for, so need to sell more or at a higher price to make back the investment. Thus we remain hungry in many instances, although thanks to Kinetic models one of the best examples of the amazing also rans, the Grumman S2F Tracker, has now been adequately covered in 1/48, a scale ideally suited to aircraft in this range, especially those that can fold their wings…

Tracker in Brief The Grumman S-2 Tracker (S2F prior to 1962) was the first purpose built, single airframe antisubmarine warfare aircraft to enter service with the US Navy. Designed and initially built by Grumman, the Tracker was of conventional design with twin reciprocating propeller engines, a high wing and tricycle undercarriage. introduced in 1952, the Tracker and its e-1 Tracer derivative saw service in the US Navy until the mid 1970s, and the C-1 Trader, another spin off from the original, until the mid 1980s, with a few aircraft remaining in service with other air arms into the twenty first century. The Tracker was intended as a replacement for the Grumman AF Guardian, which was the first purpose built aircraft system for ASW, using two airframes for two versions, one with the detection gear and the other with the weapon systems. The Tracker combined both functions in one aircraft. Grumman's design (model G-89) was for a large high wing monoplane with twin Wright

Cyclone R-1820 nine cylinder radial engines, a yoke type arrestor hook and a crew of four. Both the two prototypes XS2F-1 and fifteen production aircraft S2F-1 were ordered at the same time, on 30th June 1950. The first flight was conducted on 4th December 1952, and production aircraft entered service with VS-26 in February 1954. The Tracker carried an internal torpedo bay capable of carrying two lightweight torpedoes or one nuclear depth charge. There were six under wing hard points for rocket pods and conventional depth charges or up to four additional torpedoes. A ventrally mounted retractable radome for AN/APS-38 radar and a Magnetic Anomaly Detector (MAD) AN/ASQ8 mounted on an extendable rear mounted boom were also fitted. early model Trackers had an electronic Surveillance Measures (eSM) pod mounted dorsally just aft of the front seat and overhead hatches and were also fitted with a smoke particle detector or sniffer. Later S-2s had the sniffer removed and had the eSM antennae moved to four rounded extensions on the wingtips. A seventy million candlepower searchlight was mounted on the starboard wing. The engine nacelles carried sonobuoys in the rear. early Trackers also carried explosive charges dispensed ventrally from the rear of the fuselage used for active sonar (JULie) with the AN/AQA-3 and later AQA-4 detection sets, whereas the introduction of active sonobuoys and AN/AQA-7 with the S-2G conversion saw these removed. Smoke dispensers were mounted on the port ventral surface of the nacelles in groups of three each. Clearly this was an aircraft with a very specific role. Grumman produced 1,185 Trackers. At least ninety nine aircraft carrying the CS2F designation were manufactured in Canada under license by de Havilland Canada. US built versions

S2F-1 Tracker (BuNo. 136658) from Antisubmarine Squadron VS-29 Tromboners. VS-29 was assigned to Carrier Antisubmarine Air Group 53 (CVSG-53) aboard the aircraft carrier USS Kearsarge from 1961 to 1963 flying the S2F-1. After its retirement from the US Navy this aircraft was converted to a Turbo Firecat water bomber in service in France

Grumman S2F-1 of Oakland Naval Air Reserve, 15th Sept 1957 (Bill Larkins)

Grumman S-2A Tracker (BuNo. 136534) of Antisubmarine Squadron VS30 Diamond Cutters in flight. From 1960 to 1976, VS-30 was the S-2 Tracker readiness training squadron

AIRCRAFT IN PROFILE of the Tracker were sold to various nations, including Australia, Japan, Turkey and Taiwan. The Tracker was eventually superseded in US military service by the Lockheed S3 Viking and the last USN Tracker operational squadron (VS-37 with S-2G models) was disestablished in 1976. The last Navy S-2 was withdrawn from service on 29th August 1976. For many years the TS-2A version of the Tracker was used by US Navy training units, culminating with its use by Training Squadron 28 (VT28) for Student Naval Aviator training in the multi-engine pipeline with Training Air Wing FOUR (TRAWING 4) at Naval Air Station Corpus Christi, Texas.

Grumman Trader

A Grumman S-2E Tracker from Antisubmarine Squadron 33 (VS-33) Screwbirds unfolds its wings at Naval Air Station North Island, California, in February 1970. VS-33 was assigned to Carrier Antisubmarine Air Group 59 (CVSG-59) aboard the aircraft carrier USS Hornet before the carrier was decommissioned in June 1970

S2F-1 of Oakland Reserve Squadron on active duty. At NAS Alameda, July 1962 (Bill Larkins)

United States Naval Air Reserve Grumman S2F-1 Trackers over Oakland, California (Bill Larkins)

The Grumman C-1 Trader was a carrier onboard delivery (COD) variant of the Grumman S-2 Tracker outfitted to carry nine passengers or 3,500 pounds (1,600kg) of cargo. The type first flew in January 1955. Throughout the 1960s and 1970s the Trader carried mail and supplies to aircraft carriers on station in the Pacific Ocean during the Vietnam War and also served as a trainer for all weather carrier operations. Over its production life eighty seven C-1 Traders were built, of which four were converted into EC-1A Tracer electronic countermeasures aircraft. The last C-1 was retired from USN service in 1988. In 1956 the US Marine Corps Test Unit Number 1 tested the concept of using the TF-1 variant as a vehicle for inserting reconnaissance teams behind enemy lines. On 9th July 1956 MCTU Recon Marines became the first to parachute from a TF-1. Less than three weeks later, four recon parachutists launched from the USS Bennington and jumped on a desert drop zone near El Centro California, some hundred miles inland. For the first time in Marine Corps and Naval Aviation history, the technique of introducing recon personnel off a carrier sea base to an inland objective had successfully been tested. In 2011 a contract was signed with Marsh Aviation to convert four ex US Navy C-1A Trader airframes into KC-2 Turbo Traders. The first KC-2 prototype flight is expected for November 2017 and the delivery of the first operational aircraft is scheduled for December 2018.

Trader Variants • TF-1 Carrier Onboard Delivery version of the S-2 Tracker with enlarged fuselage for nine passengers, redesignated C-1A in 1962, eighty seven built • TF-1Q Electronic Countermeasures conversion of

the TF-1, redesignated EC-1A in 1962, four conversions • C-1A TF-1 redesignated in 1962 • EC-1A TF-1Q redesignated in 1962 • KC-2 Turbo Trader modernization project for Air-to-Air Refuelling for the Brazilian Navy

Grumman Tracer The Grumman E-1 Tracer was the first purpose built AEW aircraft used by the United States Navy and was a derivative of the Tracker, first entering service in 1958. It was replaced by the more modern Grumman E-2 Hawkeye by the 1970s. The E-1 Tracer was designated WF under the 1922 United States Navy aircraft designation system and since the S-2 Tracker, S2F under the old system, was nicknamed Stoof, the WF/E-1 with its distinctive radome gained the nickname Stoof with a Roof. The Tracer featured folding wings for compact storage aboard aircraft carriers but unlike the S-2 and C-1, in which the wings folded upwards, the radome atop the fuselage necessitated the E-1 to fold its wings along the sides of the fuselage. The Tracer was fitted with the Hazeltine AN/APS-82 in its radome and fuselage. The radar featured an Airborne Moving Target Indicator (AMTI), which compares the video of one pulse of time to the next in reflected radar energy to distinguish a flying aircraft from the clutter produced by wave action at the ocean's surface. The energy reflected from an aircraft changes position rapidly compared to the energy reflected from the surrounding sea. Separating a moving object from a stationary background is accomplished by suitable hardware. As one of the first carrier based early warning aircraft, the E-1 Tracer served from 1958 to 1977, although considered only an interim type, being replaced by the Grumman E2 Hawkeye in the mid 1960s. During the early years of the Vietnam War, E-1s saw extensive service, providing combat air patrol (CAP) fighters with target vectors, and controlling Alpha strikes over North Vietnam. With a radius of 250–300 miles the E-1B served as an early warning to strike aircraft of enemy MiGs activity. By May 1973, most E-1Bs were retired with only four VAW-121 Tracers based at NAS Norfolk, Virginia, still in service. These aircraft were retired during summer 1977.

Trackers Abroad The Argentine Navy received seven S-2As in 1962, six S-2Es in 1978 and three S-2Gs in the 1990s. They were used from both aircraft

AIRCRAFT IN PROFILE carriers, ARA Independencia and ARA Veinticinco de Mayo, and used in the COD, Maritime Patrol and ASW roles. They were extensively used in the 1982 Falklands War, first from Veinticinco de Mayo, from where they detected the British Task Force and then from the mainland when the carrier returned to port after the sinking of the Belgrano. In the 1990s, six remaining airframes were refurbished by Israel Aerospace Industries with turboprop engines as S-2T Turbo Trackers and as of 2010, with the retirement of Argentina's only aircraft carrier, the Trackers are annually deployed on board the Brazilian Navy aircraft carrier São Paulo during joint exercises and with US Navy aircraft carriers during joint manoeuvres. Between 1967 and 1984 the Royal Australian Navy operated two squadrons of S-2E and S-2G variants, based at NAS Nowra. These aircraft served with the RAN's 816 Squadron, which embarked aboard the carrier HMAS Melbourne as part of the 21 Carrier Air Group whenever that ship was deployed, and with 851 Squadron, the S-2 training squadron. On 4th December 1976, a fire in a hangar at Nowra destroyed or badly damaged a large proportion of the RAN's complement of Trackers. These were subsequently replaced with ex USN S-2Gs. This saw the introduction of AQA-7 acoustic gear into RAN service and all RAN operational Trackers were subsequently modified to this standard. The Brazilian Air Force used both the S-2A and S-2E and in 2010 the Brazilian Navy contracted Marsh Aviation to convert four S-2Ts to Airborne Early Warning configuration, and to upgrade four additional Grumman C-1 Traders for tanking and Carrier Onboard Delivery duties. A total of ninety nine Trackers were built by de Havilland Canada, with the first Canadian built aircraft flying on 31st May 1956. All the Canadian Trackers were built to the earlier A model airframe design with a length of forty two feet (thirteen metres) in order to fit in the carrier HMCS Bonaventure's hangar. From 1964 CS2F-2s were upgraded by fitting revised electronic equipment and sensors, becoming CS2F-3s. Also in 1964, a pair of CS2F-1 aircraft were stripped of armament and ASW electronics, converted to transports and subsequently used for carrier onboard delivery. The CS2F-1, -2 and -3 were redesignated as the CP-121 Mk 1, Mk 2 and Mk 3 respectively following the unification of Canadian forces in 1968. After Bonaventure was decommissioned in 1970, all remaining Canadian Trackers were

transferred to shore bases. This limited their usefulness for ASW patrols, and between 1974 and 1981 all but twenty were placed in storage and the remainder were stripped of their ASW gear. The remaining active duty Trackers served until 1990 on fisheries protection and maritime patrol duties. The Japan Maritime Self Defence Force received sixty S2F-1s in 1957 from US stocks, which were operated until 1984. The Royal Netherlands Navy received twenty eight S-2As aircraft under MDAP from the US Navy in 1960 as well as additional CS-2As formerly operated by the Royal Canadian Navy. These aircraft were operated from Valkenburg Naval Air Base as well as from the light aircraft carrier Karel Doorman until a fire in 1968 took that ship out of Dutch service. The last Tracker in MLD service was withdrawn in January 1976, with some transferred to the Turkish Navy.

A Grumman WF-2 Tracer of airborne early warning squadron VAW-11 Early Eleven, Carrier Air Group Twenty-One (CVG-21), unfolding its wings prior to launching from the aircraft carrier USS Hancock on 23rd August 1962. A month later the WF-2 would be redesignated E-1B

The Peruvian Navy operated the S-2E and S-2G from 1975 until 1989. They were assigned to Naval Aviation Squadron 12. A total of twelve S-2Es were bought from the US Navy in 1975 and four S-2Gs in 1983. Grumman received a contract for the conversion of thirty two S-2T Trackers in service with the Republic of China Air Force in the late 1980s. Only twenty seven were ultimately converted due to a shortage of parts supplied by Grumman resulting in the use of remaining conversion kits as spare parts. These were transferred to the ROC Navy Aviation Command on 1st July 1999. The conversion saw the aircraft equipped with two Garrett/Honeywell TPE-331-15AW turboprop engines, each rated at 1,227kW (1,645hp), with four blade propellers. The upgrade also included new mission equipment of AN/AQS-92F digital sonobuoy processor, A/NARR-84 99-channel sonobuoy receiver, Litton AN/APS504 radar, AN/ASQ-504 MAD and AN/AAS-40 FLIR. The Turkish Navy received a number of ex US Navy S-2E Trackers under the MAP program and operated them from the Cengiz Topel Naval Air Base starting in the 1960s. These were later supplemented by retired S-2A airframes from the Netherlands. Turkish Trackers were retired in 1994 after a series of accidents caused by the advanced age and fatigue of the airframes The Uruguayan Navy received three S-2A Trackers on 10th April 1965 at the Capitan Curbelo Navy Base. On 15th September 1982 one S-2G arrived. On 2nd February 1983 another two S-2Gs arrived but by September 2004 the remaining Uruguayan Trackers were not in flyable condition.

E-1B Tracer (BuNo. 148146) of Carrier Airborne Early Warning Squadron 121 (VAW-121) Griffins in 1971. BuNo. 148146 was accepted by the US Navy on 30th December 1960, and subsequently served in VAW 11, 12 and 121, flying in deployed attachments on board carriers of the Atlantic and Pacific Fleets. It arrived at the National Museum of Naval Aviation at Pensacola, Florida (USA) in 1975 still in the markings of VAW-121

Grumman C-1A Trader between duties on board USS Coral Sea








In the 1990s six of the Argentine Navy’s remaining airframes were refurbished by Israel Aerospace Industries with turboprop engines as S-2T Turbo Trackers (Rob Schleiffert)

• US-2B Utility and target tug conversions of S-2A and S-2B

In 1958 CAL FIRE, then CDF, contracted with a private air tanker service for the use of their converted World War II aircraft. By 1970 the department began to evaluate the use of former military Grumman S-2 aircraft. Over the next ten years CAL FIRE continued to build up its fleet of S-2A air tankers and in 1987 CAL FIRE began the process of upgrading the engines to turbine driven. By 2005 all of CAL FIRE’s air tanker fleet had been converted to S-2T air tankers.

• ES-2D Electronic trainer conversion of the S-2D

Variants • XS2F-1 Two prototype antisubmarine warfare aircraft powered by 1,450hp R-182076WA engines • YS2F-1 The first fifteen production aircraft used for development, redesignated YS-2A in 1962

• RS-2C S2F-2P photo reconnaissance version redesignated in 1962 • US-2C S2F-2U utility version redesignated in 1962 • S-2D S2F-3 redesignated in 1962

• US-2S Utility conversion of the S2D • S-2E S2F-3S redesignated in 1962 • S-2F S2F-1S1 redesignated in 1962 • US-2F Transport conversion of S-2F • S-2G S-2E conversions with updated electronics • CS2F-1 Initial production run of antisubmarine warfare aircraft for Canada based on S2F-1 • CS2F-2 Improved version of CS2F-1 with Litton Industries tactical navigation equipment • CS2F-3 New designation given to forty three CS2F-2 aircraft upgraded with additional electronics • CP-121 Designation given to all CS2F-1, -2, and -3 aircraft following unification of Canadian military

• S2F-1T Trainer conversion of S2F-1

• S-2T Turbo Tracker Civil conversion

• S2F-1U Utility conversion of S2F-1

• S-2AT Civil fire fighter conversion with turboprop engines

• S2F-1S1 S2F-1S fitted with updated Julie/Jezebel equipment • S2F-2 As S2F-1 with asymmetrical (port side) extension of bomb bay and enlarged tail surfaces • S2F-2P Photo reconnaissance conversion of S2F-2 • S2F-2U Utility conversion of S2F-2/S-2C. Some were used as target tugs • S2F-3 Enlarged forward fuselage, enlarged tail surfaces, additional fuel capacity and enlarged engine nacelles bays. One hundred built • S2F-3S As S2F-3 but with Julie/Jezebel equipment • YS-2A YS2F-1 redesignated in 1962 • S-2A S2F-1 redesignated in 1962 • TS-2A S2F-1T training version redesignated in 1962

ROCAF’s Trackers employed a singular colour scheme that will provide modellers with both a challenge and a very unique finished model

• S-2C S2F-2 redesignated in 1962

• S2F-1 Initial production variant with two 1,525hp R-1820-82WA engines, 740 built

• S2F-1S S2F-1 conversion with Julie/Jezebel detection equipment

A closer look at an Argentine Turbo Tracker hooked up and ready for launch (Rob Schleiffert)


In the late 1980s and early 1990s Conair Aviation of Abbotsford, British Columbia, Canada took possession of retired US and Canadian Trackers and converted them into Firecats, with a retardant tank replacing the torpedo bay. The Firecats were made in two variants, a piston engine Firecat and a turboprop powered Turbo Firecat.

• US-2A S-2A converted as light transports/target tugs, fifty one conversions • S-2B S2F-1S redesignated in

GENERAL CHARACTERISTICS Crew: Four (two pilots, two detection systems operators) Length: 43ft 6in (13.26m) Wingspan: 72ft 7in (22.12m) Maximum take-off weight: 26,147lb (11,860kg Powerplant: Two Wright R1820-82WA radial engines, 1,525hp (1,137kW) each Maximum speed: 280mph (450km/h) at sea level Range: 1,350 miles (2,170km) or nine hours endurance Service ceiling: 22,000ft (6,700m) Armament: 4,800lb (2,200kg) of payload could be carried in the internal bomb bay and on six under wing hard points Torpedoes: Mk 41, Mk 43, Mk 34, Mk 44 or Mk 46 Depth charges: Mk 54 or naval mines


The Stoof in Scale


odellers wanting to build the Tracker and its variants in scale will not be entirely overwhelmed with product. There are kits around but not in every scale or for all of the many variations on the theme. Certainly in the smaller scale we are not spoiled for choice. Miniwings, as one might expect, are the only game in town with a couple of resin kits offering the S-2E and a Canadian version, the CS-2F. Both are typical of this manufacturer’s releases and like so many 1/144 kits only need a bit of commitment to achieve a fine result. 1/72 is fairly disappointing with just the one mainstream kit having appeared, the Hasegawa tooling from 1975. This has appeared in a number of variants but is essentially the same set of parts with minor alterations to the package. Revell and Hales have both boxed the Hasegawa tooling. Idea created a kit in the 1980s, subsequently boxed by Hobbycraft, but Hasegawa’s offering remains the one most catered for by the aftermarket and certainly the most readily available.

the S-2E but Kinetic’s releases are really the logical choice for the modeller in this scale. Still no Traders or Tracers then. Neither is 1/32 any more forthcoming in this regard, with only a vacform by ID Models offering an S-2D. Both Hasegawa in 1/72 and Kinetic in 1/48 have been covered by the aftermarket with the usual suspects offering the usual resin and etched details. Eduard, Aires, and Quickboost all offer products for Kinetic’s kits in 1/48, Steel Beach offer some items too, and the Wolfpack wing fold for the Kinetic kit is one of that company’s little masterpieces in resin that will help transform your model.

Neither 1/144 nor 1/72 have seen any options for the Trader, although hats off to Mach 2 for their 1/72 E-1B Tracer. This seems to be the only complete kit of the type in any scale on general release.

There is little at present to assist the modeller with a conversion either to Tracer or Trader, beyond some sets offered a while back by Falcon, which presumably offer vacform parts. RVHP do a resin Tracer conversion in 1/72 for the Hasegawa kit. There are also a couple of fire bomber sets released in 1/72 from a company called Constanza, but their availability seems sporadic and little information is published on their exact content. These and the Wolf Model sets for the Conair S-2 Firecat and Marsh S-2 Turbo are pretty much all that can be found.

Moving on to 1/48 and we have recently been blessed by Kinetic with a new tool. Two kits offer either the S-2A or the S-2E/F/G. This kit has been boxed by Italeri as well, and is the only current option in this scale. There is an old kit in 1/54 or thereabouts, by Aurora, but this is really one for the collectors. Collect-Aire kitted

Decals? Well they come with the kit… although a handful of alternatives can be found, notably civilian options from DRAW Decal. Caracal have also provided some sheets, including some nice early dark blue options in 1/48, while Dutch Decal cover the aircraft in Koninklijke Marine service in 1/72.


New Kits RouNd up



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Hasegawa 02223 1/72 Boeing F/A18F Advanced Super Hornet Demonstrator 168492


Hasegawa 02224 1/72 Kawasaki T4 Ashiya Special 2016

Aviattic Kit006 1/32 Ansaldo Balilla Italian boxing

Hasegawa 08246 1/32 Boeing F4B4 TopHatters

Aviattic Kit007 1/32 Ansaldo Balilla Polish boxing

Hasegawa CH43 1/48 McDonnell F-15J Eagle 204


Hasegawa Cp010 1/72 Nakajima Ki-49 Donryu Type 100 Helen

AZ Model 48071 1/48 Kawasaki Ki-48-I Sokei Lily AZ Model 48072 1/48 Kawasaki Ki-48-IIb Sokei Lily, Japan & China AZ Model 74061 1/72 Rerelease! Grunau Baby IIb Germany AZ Model 7533 1/72 Messerschmitt Bf-109F-4/Z Hannants/UMM-USA Big planes Kits BpK7212 1/72 Pilatus Turbo Porter

Zvezda 7019 1/144 Boeing 737800 UT-Air Zvezda 7246 1/72 Mil Mi-28A

special Hobby 72342 1/72 LET L13 Blanik

Hasegawa st004 1/32 Mitsubishi A6M5c Zero type 52

special Hobby 72356 1/72 Boulton-Paul Balliol Civilian and Foreign Users

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Hasegawa st005 1/32 NorthAmerican P-51D Mustang Amerang/Hobbico iCM iCM48098 1/48 Polikarpov I-16 type 28

iCM iCM72075 1/72 Polikarpov I-153


iCM iCM72305 1/72 Dornier Do-215B-4

dekno 720600 1/72 De Havilland DH-87A Hornet Moth in Canada

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Hannants/Sprue Brothers

Hasegawa st003 1/32 Nakajima Ki-43 III Hayabusa Oscar

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dekno 720200 1/72 De Havilland DH-87A Hornet Moth in the Spanish Civil War

special Hobby 32068 1/32 IAR IAR-81C

wingnut wings 32803 1/32 Sopwith F.1 Camel AND LVG C.VI

The Hobby Company/Dragon USA

iCM iCM48235 1/48 Junkers Ju-88A-11

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special Hobby 48189 1/48 Bucker Bu-181 Bestmann Panzerjagdstaffell


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Hannants/Squadron sword 72048 1/72 Curtiss SO3C Seamew float version sword 72102 1/72 Kawasaki Ki-102b Otsu (Randy) Hannants/Sprue Brothers trumpeter 02868 1/48 Douglas A-3D-2 Skywarrior Pocketbond/Stevens International welsh Models Mt7212 1/72 Boeing P8A Poseidon RAAF welsh Models Mt7214 1/72 de Havilland DH.106 1A RCAF welsh Models pJw91R 1/144 H Devon C.Mk 2 RAF Malaysian Air welsh Models pJw92R 1/144 HS125-700B (CC3) RAF

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

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Model, Collect & Create



By Paul Lucas

Upper and side elevations of a Fortress II showing the Boeing scheme that would have been applied to the RAF’s Flying Fortress’ if they had been delivered for the high altitude daylight bombing role as originally intended. Upper surfaces are in Dark Green (Vallejo 71.324 Dark Green) and Dark Earth (Vallejo 71.323 Dark Earth), with the lower surfaces in Deep Sky Blue (Vallejo 71.090 Deep Sky- estimated). The WB Fuller Dark Earth and Dark Green colours are thought to be a good match for the original British colours.

Part 2

Sky Blue'.

When and Why


It is therefore suggested that Deep Sky

An explanation of when and why Deep Sky Blue was developed is perhaps suggested by a memo from the Operational Requirements Branch at the Air Ministry to the MAP dated 14 November 1941, which discusses the research done by A&AEE to

s mentioned previously, the majority of the aircraft camouflage colours used by the RAF during the Second World War originated at the RAE. It is therefore perhaps most likely that Deep Sky Blue also originated at the RAE, perhaps with further input from A&AEE.

That this was most likely the case is suggested by the methodology of the way that the RAE named its aircraft camouflage colours as they were developed from 1933. In general terms, there tended to be a basic colour name such as 'Sea Grey' which was then graduated using terms such as 'Extra Dark', 'Dark' 'Medium' and 'Light'. This pattern can be seen to have repeated during the development of the high altitude camouflage colours starting with Azure Blue in the early high altitude trials where the terms 'Light Azure Blue' and 'Dark Azure Blue' are used and to have continued with Ultra Blue in the later trials where the terms 'Extra Dark Ultra Blue' and 'Dark Ultra Blue' were used. The problem with the nomenclature 'Deep Sky Blue' in this context is that it appears to combine elements of two different colour names, Sky Blue of 1939 and Deep Sky of 1941 and thus might be related to either. If Deep Sky Blue was somehow related to the earlier Sky Blue of 1939 however, why not name it 'Dark Sky Blue' or 'Extra Dark Sky Blue'? Given that the starting point for the high altitude camouflage colour development work was Azure Blue and that Deep Sky was a development of Extra Dark Ultra Blue, in the authors opinion, it seems more likely that the term 'Deep Sky' must be the basic colour name which came first which was then followed by the modified colour and nomenclature 'Deep

Blue was a later development of Deep Sky and its presence on the Boeing drawing of 1941 is a result of it being added sometime in 1942 as an amendment. With regard to the

Consolidated drawing, it is suggested that the Liberator III was originally intended to have Deep Sky under surfaces from circa November 1941, only for the instructions to be changed following the later development of Deep Sky Blue at some time in the first six months of 1942. Assuming that the DuPont stock code numbers were assigned in the sequence that the company was asked to manufacture the colours, the fact that that Deep Sky has a lower number, 71-052, compared to Deep Sky Blue 71-065 may be further evidence of the chronology of the development of Deep Sky Blue.

54 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

develop the high altitude camouflage colours. In the second paragraph the memo states that this work did not seem to have taken the tactical requirements from an operational aspect into consideration. This matter had come to the fore when the matter had been brought to the attention of a Wing Commander in the Operational Requirements Branch at the Air Ministry who had some experience of high altitude flight. In this Officers opinion a colour match for the sky at 65 degrees below the zenith would be more appropriate to conceal an aircraft from the tactical aspect as it was considered impractical for a Fighter Pilot to search for any length of time in the area directly above his head in the cone presented by a radius of 30 degrees from the zenith. Because it was desirable to obtain a colour scheme that would afford maximum protection to a bomber in the zone most subject to search, it was requested that the Operational Requirements Branch be informed of which areas experience had shown to be under continual observation by a Fighter Pilot. A further point raised by the Officer concerned was that at heights around the Tropopause, the ground and light below the aircraft appeared to have a definite bluish tinge win which case it might be desirable to colour the upper surfaces of high altitude aircraft to tone with this background. Whether the application of Deep Sky as an


Upper and side elevations of a Liberator II as it may have appeared in RAF service in the high altitude daylight bombing role as originally intended. The disruptive pattern applied to the upper surfaces is of particular interest as this is based upon that shown in Air Diagram 1160 for single-engine monoplanes. The reason for this is unknown, but it might be related to the comparatively narrow chord of the B-24 mainplanes. Following delivery in the Dark Olive Drab 41 and Deep Sky or Deep Sky Blue scheme described in the main body of the text, the Dark Earth would have been added to the upper surfaces and the Deep Sky Blue (or Deep Sky) extended up the sides of the fuselage and over the fins as shown here. Colours are Dark Olive Drab 41 (Vallejo 71.316 N.41 Dark Olive Drab), and Dark Earth (Vallejo 71.323 Dark Earth), with the undersides in Deep Sky or Deep Sky Blue (Vallejo 71.090 Deep Sky- estimated).

overall finish was influenced by this Officer is not known. Following consideration of this memo, on 13 January 1942 the MAP came to the conclusion that when everything was taken into account, it seemed reasonable to assume that Deep Sky would be as good a match as it was possible to obtain and therefore no change from the colour

was proposed. With regard to the upper surfaces of high altitude aircraft it was noted that Ocean Grey had recently been selected as the best colour for use on the upper surfaces of high altitude aircraft and this colour was therefore recommended for trial purposes. If necessary, modification could then be made after the trials were concluded. It would appear that the Operational Requirements Branch at the Air Ministry did not agree with this as a further memo dated 16 January 1942 stated that a meeting was to be called a. to review existing evidence as to the most suitable colour for the under surfaces of high flying aircraft, with a view to coming to a decision (if possible) without further trials. b. to discuss upper surface camouflage of such aircraft & if further experiments are required, to attempt to draw up a precise programme which will enable a decision to be arrived at quickly. It is at this point that the Deep Sky documentary trail ends, but according to Dana Dell in his pamphlet 'Aviation Colour Primers No.1 US Export Colours of WWII', during the first meeting of the Joint Aircraft Committee's Technical Sub Committee on Camouflage, which took place on 17 February 1942, 'Case No. 58, Standardisation of Camouflage' was discussed. The basis of

this discussion was a cable that had been received by the BAC, which listed the latest

become a very well-known colour on account of its use on many hundreds of Bomber Command B-17 Flying Fortress and B-24 Liberators.

Bomber Command Target Force 'E' Whilst most books which deal with Lend-Lease refer to the order of 300 B-17 and 700 B-24s in April 1941, there is

camouflage practice. Mr Bell quotes the relevant part of this cable as follows: (IX) High altitude aircraft. Dark green and dark earth.

Under surfaces deep sky (development in progress). Pattern No.2 This would appear to suggest that development of a blue finish for the under surfaces of high flying aircraft did continue into 1942. When taken as a whole, this evidence suggests that Deep Sky Blue was formulated sometime early in 1942 as the optimum colour to conceal high flying day bombers operating at an altitude of 35 – 40,000 ft. from detection at an angle of about 65 degrees below the zenith from a fighter aircraft climbing up to intercept. Had the RAF's plans of 1941 for the 1942-44 period come to fruition, Deep Sky Blue might have

never any real attempt made to describe what the RAF wanted these aircraft for. It would appear that they were required as part of the Bomber Command element of what was known as Target Force 'E' of 1941, which was to be the instrument by which Britain would win the war with Germany by strategic bombing alone. This idea would appear to have originated during the short period between the fall of France and the onset of the battle of Britain in 1940. Between the wars, the strategic bombing role was perhaps considered the very raison d'ȇtre of the RAF and with the loss of a substantial part of the British Army and Britain's only remaining Continental ally in June 1940, the British Prime Minister, Winston Churchill, sought an effective means of not only continuing the war, but also winning it. On 8 July 1940 Churchill wrote to the then Minister of Aircraft Production, Lord Beaverbrook: ‘...when I look round to see how we can win the war I see that there is only one sure path. We have no Continental army which can defeat the German Military power. The blockade is broken and Hitler has Asia and probably Africa to draw from. Should he be repulsed here or not try an invasion, he will recoil eastward, and we have nothing to stop him. But there is one thing that will bring him back and bring him down, and that is an absolutely devastating attack by very heavy bombers from this

JUNE 2017 • VOLUME 38 • ISSUE 04


CO LO U R C O N U N D R U M *Denotes approximate colour match

Dark Earth 71.323 BS Dark Earth

Dark Green 71.324 BS Dark Earth

Dark Olive Drab 71.316 N41 Dark Olive Drab

Deep Sky 71.090 Deep Sky

de Havilland Mosquito PR Mk.IX, ML897/D, attached to Meteorological Flight 1409, based at RAF Wyton, circa September 1944. Usually portrayed as being PRU Blue, ML897 is shown here as being overall Deep Sky (Vallejo 71.090 Deep Sky- estimated) as 1409 Flight was part of Bomber Command which had accepted Deep Sky without further trials in October 1941. The use of Deep Sky on this, or any other 1409 Flight Mosquito cannot be confirmed.

country upon the Nazi homeland. We must be able to overwhelm them by this means, without which I do not see a way through’. By the end of 1941 planning documents for Bomber Command Target Force 'E' had been drawn up, which outlined a front line strength of 4000 Immediate Establishment (IE) aircraft to be in service by 1944.

Organisation By the end of 1941 plans as to how the 4000 IE Target Force E would be organised can be summarised as follows. Bomber Command was to be organised into nine Operational Groups, seven of which would have seven Parent Stations and two of which would have eight Parent Stations. Each parent Station would control two Satellite Stations. It was ultimately intended to locate one squadron of 24 IE Heavy Bombers at each Station except for those stations that were home to sixteen IE Light Bomber squadrons. Unfortunately, these planning documents do not make it clear which aircraft types were to be assigned to which Group. Lack of space here precludes a full listing of the proposed station list on a Group basis but it is probably safe to assume that 2 Group would have remained the Light Bomber Group and of the other eight proposed Groups, a couple stand out with regard to the B-17 and B-24 and it is these which are detailed here. The proposed 8 Group was to have its Headquarters at Huntingdon, from where it would control the following Stations: Parent Station Bruntingthorpe; Satellites Bitteswell and Husbands Bosworth Parent Station Market Harborough; Satallites Desborough and Harrington Parent Station Polebrook; Satellites Deenthorpe and Glatton Parent Station Chelveston; Satellites Grafton Underwood and Finedon Parent Station Thurleigh; Satellites Little Stoughton and Podington

Parent Station Molesworth; Satellites Kimbolton and Alconbury


Parent Station Wyton; Satellites Warboys and Upwood

Proposed Build Up

The proposed 'D' Group, no number being assigned at this stage in the planning process, had Thetford suggested as its Headquarters from where the following stations would have been controlled: Parent Station Snetterton Heath; Satellites Old Buckenham and West Wretham Parent Station Honington; Satellites Knotishall and one other Parent Station Bury St. Edmunds; Satellites Great Ashfield and Lavenham Parent Station Horham; Satellites Eye and Thorpe Abbots Parent Station Hardwick; Satellites Seething and Bungay Parent Station Halesworth; Satellites Metfield and Beccles Parent Station Framlingham; Satellites Debach and one other In the light of subsequent events, it might have been the case that had the Japanese not attacked Pearl Harbour, these Stations have been home to the RAFs B-17 and B-24 squadrons. In the proposed 8 Group, Polebrook was the major centre of operations and maintenance facilities for 90 Squadron's B-17Cs during the summer of 1941 and of the proposed 8 Group Stations, Alconbury, Chelveston, Deenthorpe, Glatton, Grafton Underwood, Kimbolton, Molesworth, Thurleigh and Polebrook all went on to become the home of squadrons of B-17s, which were operated at high altitude over Germany in daylight from the summer of 1942, albiet in the hands of the 8th US Army Air Force. In the proposed 'D' Group, Bury St Edmonds, Snetterton Heath, Framingham, Great Ashfield, Horham, Lavenham and Thorpe Abbots became home to 8th AF B-17 squadrons whilst Bungay, Debach, Halesworth, Hardwick, Old Buckenham and Seething became home to 8th AF B-24

56 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

With regard to the proposed build-up of RAF B-17 Fortress and B-24 Liberator squadrons, which judging from their proposed camouflage scheme were intended for use as high altitude day bombers, one document which though undated, appears to have been drawn up in very early 1941, shows the following anticipated build up. It contains a note which says ‘American deliveries throughout, and all expansion beyond August 1942 are purely conjectural’. Bomber Command was to have half a squadron of B-17s between April and July 1941. This was to be expanded to a whole squadron of sixteen IE from August. (This was 90 Squadron and the B-17C). A second squadron was to form in December 1941, a third squadron in February 1942, a fourth squadron in April 1942, a fifth squadron in June 1942, and a sixth squadron in August 1942. Five more squadrons were to form by December 1942, three more by March 1943, one more by September with a final squadron being formed by December 1943 giving a total of sixteen squadrons of sixten IE and a total of 256 B-17s. Nothing has come to light that might suggest which squadron number plates might have been assigned to any of these B-17 squadrons. The first Liberator squadron was to form in June 1941, the second in September 1941 and the third in November 1941. These would have been followed by further squadrons in January, February, April, June and August 1942. It was then intended that no less than ten more squadrons would form by December 1942 and another twelve squadrons by March 1943, rising to a total of thirty six squadrons by June, forty three by September and fifty three by December 1943. At sixteen IE this would give a total of 848 B-24s. Early deliveries would have been Direct Purchase Liberator IIs, which would most likely have been used as Night

CO LO U R C O N U N D R U M Bombers. This was certainly the case with 150 Squadron and seems to have been the intent for 142 Squadron, which is the only other squadron number plate known to have been allocated to a Bomber Command Liberator squadron at this time.

Proposed Camouflage Schemes According to the colour key given on 'Diagram Camouflage and Insignia (British)' dated 2 July 1941 RAF B-17Es were to have been camouflaged on the upper surfaces using Dark Green Fullers TL8714 and Dark Earth Fullers TL8713 to the 'A' Scheme from AD1161. The under surfaces to Pattern No. 2 were to be Deep Sky Blue Fullers TL8997. The national markings were to be applied using dull red Fullers TL8710 for the centre spot of the upper wing roundels and Bulletin 41 Red 45 Fullers TL8705 for the centre spot and leading stripe of the fin marking. Why two shades of red are citied is not known. The remaining identification colours listed on the drawing were Bulletin 41 White 46 Fullers TL8706, dull blue Fullers TL 8712 and yellow Fullers TL8711. As mentioned previously, the Consolidated B-24 Liberator III diagram is said to show the upper surfaces were to be finished in Dark Olive Drab 71-028 whilst the under surfaces were to be ‘Deep Sky Blue 71052’ to Pattern No.1. This scheme was not a standard RAF camouflage scheme but was almost certainly the result of the work of the Joint Aircraft Committee Working SubCommittee on Standardisation. One of the aims of this Working SubCommittee was to standardise the aircraft being produced to the greatest possible degree irrespective of the eventual end user so as to expedite production. For example, in Case No.9, the standardisation of the LB-30 and B-24D, during May 1941 the Committee recommended that whilst the LB-30 and B24D would be fitted with American gun turrets and guns the camouflage scheme would not be standardised, LB-30s being camouflaged to British requirements whilst the B-24D would be camouflaged to USAAC requirements. This led to the early LB-30s being delivered to Britain in the Night Bomber scheme. By the time that the Liberator IIIs were due to be delivered during the summer of 1942 however, this policy had changed. The question of standardising the camouflage schemes employed by the end users of aircraft produced in the US took on added importance following the United States' entry into the war in December 1941. The Working Sub-Committee on Standardisation established a Technical Sub Committee on Camouflage on 13 February 1942. This new body held its first meeting on 17 February 1942 to examine Case 58, Standardisation of Camouflage, with a view to consider the various camouflage schemes employed by the British and US services and standardise one colour scheme for all aircraft of any one type undertaking a particular operational

role for all the Services. Ultimately, the Committee recommended that the application of the final camouflage scheme to meet the operational requirements of a particular Service in a particular theatre of operations be accomplished by the following three methods: a. Where the allocation of aircraft is definitely determined before aircraft reach the final assembly stage, the camouflage requested by the Service which will receive the airplane will be applied by the manufacturer, if there is no delay in production. b Where it is impracticable for the manufacturer to make the change without delay in production, in a above, or where aircraft are manufactured for one Service and diverted to another, it is recommended that aircraft destined for the British be converted to the desired camouflage scheme at the modification centres, if possible, if not, at the theatre of operations. c. It is recommended that the Army olive drab colour, as specified for the basic camouflage (above), be used where the British requirement for a “Dark Green” color, thereby allowing the basic camouflage to be converted into theatre camouflage by the simple addition of other colours. Thus it would appear that the Liberator IIIs for the RAF would have left the production line with Dark Olive Drab on the upper surfaces and either Deep Sky or Deep Sky Blue on the under surfaces to Pattern No.1 as illustrated previously. At some point subsequently, a disruptive pattern of Dark Earth would have been applied to the upper surfaces and the under surface blue colour would have been extended up the sides to Pattern No.2 to conform with RAF requirements. Presumably, both the B-17s and B-24s would have been marked in accordance with the prevailing RAF practice, which saw a change in the format of the national markings and colour of the code letters from the end of April 1942.

What happened to Deep Sky Blue? If Deep Sky Blue was developed during 1942, why does it not appear in British documentation such as DTD TC No.360 of February 1943? Perhaps the most likely answer is that following the Japanese attack on Pearl Harbour, by the summer of 1942 it had become apparent that Britain was never going to receive the 300 B-17 Fortress IIs or the 700 B-24 Liberator IIIs that were ordered in April 1941 for use in the high altitude bomber role and even if it did, the war had widened in scope and priorities and grand strategy for the prosecution of the war had changed. With these changes, the RAF's operational requirement for both high altitude Day Bombers and the Deep Sky Blue camouflage paint for them disappeared leaving little trace in the surviving historical record. At what point the operational requirement for the Temperate Land and

Deep Sky/Deep Sky Blue Scheme was dispensed with is unclear. It is included in US Army Technical Manual 30-410 'Handbook on the British Army, with Supplement on the Royal Air Force and Civil Defence Organisation' dated 13 September 1942. Figure 128 is a table that sets out the camouflage and markings of British aircraft and gives the scheme for 'High Altitude Aircraft' as being Temperate Land Scheme on the upper surfaces with Deep Sky under surfaces to Pattern No.2. On the other hand, until November 1942 the 'A' series of Air Ministry Orders, which were issued for administrative purposes make no mention of any sort of scheme for high altitude aircraft. On 19 November 1942 however, the Air Ministry notified all interested parties by Postagram that High Altitude Fighters would be seen in one of three camouflage schemes. The first of these was the standard Day Fighter Scheme, the second consisted of PRU Blue on all surfaces with PRU (ie Red and Blue) roundels whilst the third scheme involved the upper surfaces being finished in Medium Sea Grey on the upper surfaces with PRU Blue on the under surfaces with PRU roundels, though no definition of the pattern the camouflage colours were applied to was given. AMO A.1377/42 dated 24 December 1942 mentioned High Altitude Fighters for the first time stating that: ‘Pending the adoption of a standard scheme the various camouflages, colourings and markings used are promulgated to the defences by postagram or signal’. This policy can be seen to have been enacted by the Postagram of 26 March 1943 with regard to the overall Deep Sky finish of the Mosquito MK.XV's referred to previously. Whilst Deep Sky was included in the list of finishes and identification colours given in DTD Technical Circular No.360 'Camouflage and Identification Marking of Aircraft' Issue 1 in February 1943, no use is given for it anywhere in the document. Deep Sky was also included in Issue 2 of November 1943 and was retained in its fourth amendment issued on 19 June 1945 which saw the cellulose based finishes reformulated to a new DTD technical specification to make them more durable in tropical areas. Thus Deep Sky remained available to DTD 751755 under RAF Vocabulary of Stores references 33B/737-9 inclusive until 1949. That Deep Sky continued to be listed between 1942 and 1945 suggests that someone, somewhere was using it for something and that this use was sufficient to justify its retention. Other than the comparatively small numbers of Wellington V, VIs and Mosquito NF XVs mentioned previously, perhaps the most likely candidates were the PRU and Bomber Command's Meteorological Reconnaissance Flight, who can be seen in photographs to have operated aircraft that appear to have been a relatively dark colour atypical of the usual appearance of the more usual PRU Blue.

JUNE 2017 • VOLUME 38 • ISSUE 04



By Colin 'Flying' Pickett


or me modelling has been a way of life since the time, as a six year old, I was given the old Airfix Folland Gnat as a gift. Needless to say this was thrown together with much squirting of glue and cries of ‘be patient’ from the attendant parent as I wished the Red Arrow finished in an hour or so. Nearly forty years on the wish to have the model completed is still there, just the desired standards are a bit higher, even if they aren’t achieved. Then again the location of my modelling activities has changed a little, as having once been confined to a tea tray on the end of the family dining table, and as such needing relocating at meal times, I now find myself with a dedicated space in the garage to work on a desk sourced from an online auction site with all my tools and gadgets to hand. This does mean I can have as much clutter as I like without the cleanliness of the family home to worry about along with splendid isolation and few social distractions. I recently spent a delightful hour or two at the annual Sword and Lance model show at Darlington College, and whilst this show is more dedicated to the art of the armour modeller, a few aircraft models were on display, and a shout out to the Tornado SIG in particular. I enjoy model shows as they give me a chance to look at

the work of others in the flesh and take the scale of their model into account, ask questions and work out how I can attempt to reproduce the various effects and perhaps come up with solutions to problems that have shelved a build whilst I pondered its resolution. It’s always good to look at the methods used by modellers of a different genre too as often these can be used to add an extra twist to an aircraft model. This habit of looking at different forms of modelling has recently seen one of my many diversions into the world of the Midget Submarine, those fragile baked bean cans inhabited by the very bravest of souls, and certainly worthy of testing a few new techniques and products to add interest to them. The Harrogate Model Club do attend the occasional show en masse, though this tends to be isolated to the northern extremes of our fair isle, and we are happy to chat modelling to anyone who wishes (and a few who don’t as well) so please pop and see us when we are about. The AMG Sea Fury F.Mk 10 recently arrived on my doormat, which led to a flurry of excitement along with searching through books for suitable photographs and plans. I know that many modelling sources cite various plans as the definitive guide to the accuracy of a given kit, but I

The ‘Flying’ workbench, a monastic contrast to the disgusting sink upon which the editor’s modelling projects frequently founder

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do wonder about the reliance on plans as a perfect reference, and my reasons are many. Firstly plans are a one dimensional representation of a three dimensional object so are limited in the depiction of the various curves and shapes that aerodynamics require. Then you have to bring into consideration the human factors such as the accuracy of the given artist, the amount of artistic licence they apply to produce a set of plans within a given timescale and budget and indeed their interest in the subject matter they are drawing. I’ve even heard tell of an artist placing panel lines in the wrong place so as to be able to trace if their work has been copied. Other artists however have turned looking at a plan into an intricate and delightful experience, with Arthur Bentley springing to mind as a prime example. Next up are the ongoing alterations and modifications to an aircraft on the workshop floor in order to get the design into the air, which lead to differences between individual aircraft. At least one aircraft I know of has a deodorant spray can cap masquerading as a navigation light as the original was broken and a free alternative was sought, and this in turn then ends up being used as the subject of a set of plans. Simply put, some are built with a micrometer, others with a hammer,

H A R R O G AT E M O D E L C LU B meaning that the plans are only as good as the aircraft they are drawn from. Please don’t get me wrong, I love plans, I have a library given over to plans, but it helps to be aware of the possible pitfalls and flaws when making a model based on plans alone, and it is worth cross checking the references you use. I normally try to find suitable photographs to back up any plans, or even visit a museum to see the aircraft I plan to build where possible. Sadly the scrap man’s touch has made that a limited option, let alone the geographic

location of various aircraft. This is where the reference library comes into its own, although it pays to think laterally in terms of reference, as I keep a huge number of documents and photographs as digital files, simply as space is always at a premium. I still don’t feel like digital has the edge over print, and do feel the comfort of a good reference book, especially as anyone with a computer and a bit of time along with an understanding of such things can publish on the web, whilst real paper requires the input of several people

including editors and copywriters before it’s deemed ready for public consumption. Needless to say a full review of the aforementioned Sea fury will follow as soon as it is finished. All that is needed is a space on my workbench to build it, something which is always lacking, regardless of how big your bench is, especially with some kits being over a year in the making, somewhat longer than that Folland Gnat those short years ago. I wonder what the young Pickett would think about that?

Hold Parts in Place with Magnets


ne of the problems I have with moving models around my home or to shows is those parts that get bumped and knocked off, in particular items such as propellers and stores under

wings. I had used short lengths of brass tube, which slotted inside one another for some applications, however whilst this meant that the propeller spun out of the way, any pressure forwards or backwards

still broke the blades off. I decided that it would be better if the whole propeller hub could be removed for storage and during movement, so started to use magnets to hold things in place.

I need to fix this propeller in place on the engine, however I want to be able to remove it for painting and transportation

I sourced some small magnets from an online hobby shop along with a suitable diameter drill bit, which I use to form a hole in the centre of each part. The magnets are marked with a dot on each face to make sure I get the polarity the correct way round, as if this is wrong the parts simply won’t stick, defeating the whole idea

Using cyanoacrylate adhesive I fix the magnets in place on each part, ensuring the face of the magnet is flush with the surface adjacent. A small piece of plastic card can be stuck on the back of the part to stop the magnet falling through the hole

Once the adhesive has cured I can place the propeller or part in place as desired. This also proves handy for securing access hatches if you add LEDs or other electronics to your models so that you can open the model up to change batteries or switch things on or off

JUNE 2017 • VOLUME 39 • ISSUE 04



Gazelles Gather at Wallop By Mike Verier The French army sent two aircraft, one fitted for HOT anti-tank missiles. Both carry the rather smart and very distinctive threecolour camouflage typical of these aircraft. The manufacturer designates this version SA-341M


th April proved to be a gloriously sunny day which enabled Gazelles from far and wide to gather at Middle Wallop, the home of army aviation in the UK, for an anniversary flyin fifty years almost to the day from the first flight of the then SA 340 prototype on the 7th April 1967.

Having its origins as a Sud Aviation project for an Alouette replacement, the elegant Gazelle was distinguished by the first use of the Fenestron shrouded tail rotor on a production helicopter. In 1969 a joint Westland/Aerospatiale production agreement was signed and the rest, as they say, is history. Also manufactured under licence by Sokol in Yugoslavia and ABHCO in Egypt some 1,800

aircraft of various marks have been produced. The Gazelle has served, and indeed continues to serve, with many operators, military and civilian, worldwide. It has also seen combat in many conflicts including the Falklands War, Desert Storm, Bosnia and Somalia. Famously in the days before CGI a heavily modified Gazelle also starred in the Movie Blue Thunder. As the military versions are gradually retired a number have found their way onto the civil and warbird circuit, so can still be seen albeit in some striking schemes. The Gazelle also holds a fondly remembered place in this correspondent’s log book and it was a joy to see so many in one place. As army co-operation was part of the theme,

the day also included fixed wing aircraft, primarily a number of superbly restored Austers of various marks, although sadly Breighton’s Broussard went u/s and didn’t make it, and a sprinkling of other visiting helicopters and autogyros. For the modeller there are Gazelle kits out there in 1/144, 1/72, 1/48 and 1/50 scales and I can only suggest it would be well worth having another look at such an attractive aircraft. My grateful thanks to Andy Morley of Threshold Aero who organised the event and kindly arranged access for SAM, the Museum of Army Flying for providing the venue and the army for their superb support airside.

The British still operate some AH-1 / WA-341B Gazelle for training. Note the stores mounting beam which can support items as varied as rocket pods or FLIR turrets

The other French machine is similarly fitted to British AH-1s

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This ex RAF HT-3 / WA-341D is now in the hands of the civilian Gazelle Squadron


G-SIVJ with its very smart metallic paint job is an ex AH-1 / WA-341B. Note the upturned exhaust

G-SIVJ transitions in front of Wallop’s famous tower

G-CDNO, an ex AH-1 / WA-341B. Remind anyone of a certain Hunter?

G-CBGZ used to be a Royal Navy HT-2 / WA-341C – which may account for the Sharks’ motif on the tail

G-CTFS another ex HT-2 / WA-341C

Despite the US registration, SA-341G N901G operates from a private field in Yorkshire. It is a very interesting aircraft having custom tinted glass and a stretched cabin. Note also the truncated stabiliser fins typical of later civil production Descended from the iconic AH-6 LOACH this Hughes 369E was one of several other types present

G-GAZA another SA-341G, in its very sleek gunmetal finish

Appropriately registered N341AS, this SA341G wears a typical ‘factory fresh’ scheme

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The unique Beagle A-61 Terrier was a welcome site amongst the fixed wing participants One of two Rumanian-built airframes present YU-HEY looked great in black and gold

TW467 is a restored Taylorcraft Auster AOP Mk V – the D Day stripes marking a very specific period in its history

XP241 One of several Auster AOP-9s – the last version in British service – present for the day

WZ662 another AOP-9. Note the General’s stars on the cowling

WZ706 added to the gaggle of AOP-9s

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Red Square Rogue Cessna 172 By Karl Robinson

Kit No: 2764 Scale: 1/48 Type: Injection Moulded Plastic Manufacturer: Italeri The Hobby Company/MRC


he Cessna 172 is, measured by its popularity and longevity, the most successful aircraft in history with over 43,000 examples produced by Cessna and its associated partners since its introduction in 1956. Still in production to this day, most people involved or interested in aviation will have had some experience of the 172, either seeing them at their local airfield, flying around their local vicinity or even learning to fly in one. When I was

young we lived near to Birmingham International airport and the approach to the now closed short runway 06/24 passed right in front of our house, which nearly always had a collection of mainly 172s constantly buzzing around doing touch and gos and other training. I would happily watch these with a dream of one day owning one and buzzing around in that fashion, but alas as yet I haven’t quite made it that far, but have got to fly in a few.

leader Mikhail Gorbachev to implement many of his reforms that led to the dissolution of the Soviet Union as he was able to remove many hard line senior military officials who had strongly opposed his plans.

If like me you were hoping for a newly tooled example of the Cessna 172, you will be slightly disappointed to find that it is a rerelease. Despite being new in the Italeri catalogue it is obvious from the rather deep and wide furrows of panel lines, and lines of raised rivets festooned over the airframe, that it is a reboxing of the 1980s era ESCI kit. Despite this it is still very good to see the kit readily available again under a different label along with a new selection of markings. This new boxing focuses primarily upon the aircraft that made worldwide headlines on 28th May 1987 when a nineteen year old West German national named Mathius Rust landed a rented Reims Cessna F172P, registered D-ECJB, on the busy Vasilevsky Descent next to Red Square, Moscow. Rust was an inexperienced pilot with only fifty hours flight time when he left Helsinki airport intending to head for Russia. Claiming to be heading to Stockholm he took off and instead turned to the east managing to penetrate what was considered to be a supposedly impregnable air defence system, flying nearly 800 miles, and landing smack in the middle of the heart of the Soviet Union. His motives were said to be to create an imaginary bridge to the East and to reduce tensions and suspicions between the Cold War protagonists. It could be said that his flight also helped Soviet

Construction begins by assembling the entire interior as a separate subassembly, which will eventually sandwich into the fuselage halves. Four seats are provided which feature decent representations of a quilted texture to them, along with the side walls of the fuselage. Despite there being many photographs of this actual aircraft there is very little of the interior that can be seen, so I chose to take a little artistic license and go my own way. Wanting to get a late 1970s feel to the interior, much like some of the horrid cars of the era, I chose to paint it up using a brown and beige combination on the leather/vinyl interior panels, and highlighting everything with a dark wash. Other than these panelled areas the bare interior of the fuselage was left in white to match the outer colour. Although the instrument panel is provided as a flat piece of plastic it is appropriately addressed by having a well printed decal to provide the necessary instrument details. All of this is quite adequate as the clear parts give quite a lot of distortion and fine details will be hard to work out through the glasswork when it is finished. If you want to model the aircraft exactly as it would have been for Rust’s escapade through Northern Europe you will need to remove the rear seats and make some adjustments as it was fitted with a couple of auxiliary fuel tanks in

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Alongside the Red Square Cessna there are also two military versions included, a Croatian Air Force aircraft from the 1991 Battle of Vukovar, and an Irish Air Corps machine from 206 Squadron in 1972.

REVIEWS order to extend the range. Unfortunately I do not have any references as to how this was done so cannot be of assistance there.

Gravity is excellent for this kind of thing as you can insert some white glue and just pour the tiny lead balls into very small spaces.

Before doing anything with the fuselage halves I decided to make some masks for the side windows. By laying the fuselage down onto a piece of masking tape stuck to the cutting mat I lightly traced around the inside lip of the window with a brand new scalpel blade, which is essential for a perfect clean cut. Also make sure that you do not lift the blade when going around as you may end up with a step in the cut that will ruin the mask. You may find it easier to fix the fuselage to prevent it slipping up and down in motion, but leave enough play so that it can be rocked left and right along any contours, keeping the edge in contact at the cutting point. One thing that you have to remember is that this will be a mirror image mask, so mark the ones cut from the port for the starboard windows, and vice versa. Each of the masks for the windscreen and rear windows were cut by applying masking tape across the outer surface of the window and again using a really sharp new blade to cut very gently around the outside removing the excess. Once cut it can be carefully be removed from the window and stuck onto a clean piece of plastic sheet until required later.

Once you have finished with the interior it is time to crack on with the main construction. There is very little to say here as it all goes together well and is a pretty simple breakdown of two fuselage halves split vertically, a one piece upper and two piece lower wing sections and tail planes to plug in, and there you have it really. When filling the centre fuselage seams I was left with a difficult area between the rear windows that I could not get at as the glasswork is raised. Luckily in photos I noticed that there seemed to be some form of strip along this section from the rear of the wing spar area and down between the windows. To replicate this I applied a small strip of 2mm Tamiya flexible vinyl type, which was thin enough to cover up the dreaded seam.

Fitting the side and rear windows is also best done before closing up the fuselage as they are a very light touching fit, tending to drop in or out with only the slightest of movement. I rested each one into position individually and used a tiny amount of Tamiya liquid cement on the end of the brush to touch each inner side corner, avoiding touching the clear faces, allowing capillary action to carry it around the edges. Leaving this for around thirty minutes resulted in a firm enough hold to allow me to run plenty of Deluxe Materials Glue ‘n’ Glaze white glue all the way around the inner edges to seal them in completely. By far the biggest issue you will face with this kit is getting enough weight into it to prevent it tail sitting. Being a very narrow tricycle undercarriage layout means there is not a lot of space ahead of the main wheels. Whilst the most logical place to put it would be in the nose, this is taken up by the engine and nose undercarriage parts, which have openings into which you can see. Therefore I started to cram lead weight into areas inside the cabin ahead of the main wheels. This included using the area behind the instrument panel, which housed a good amount of lead shot, plus a flattened lead sheet and a helping of Deluxe Materials Liquid Gravity into the cavity under the floor. Liquid

One point to look out for, which I had not known about until I reached the painting stage, is that the kit has two stadium shaped windows (yes, that is the proper geometric term) in the centre of the wing forming the roof of the cabin, which were not on Rust’s aircraft, so need removing. No mention is made of this during any of the construction phases, but what alerted me to check it out was that the painting plan had no indication of the windows and also had a decal in this position. As it was I had already fitted the clear parts and attached the wing so had to try and fill over the area and sand it down. This would be far easier to handle before attaching the wing, so be warned. Remember all that nose weight I mentioned that was crammed into almost every available space? It seems this still was not enough as the model still sat back on its tail. The only remaining option was to drop further lead shot, ball by ball, dipped in white glue into the hole around the nose leg. As long as you keep the model upside down whilst it dries it will all move up behind the engine block and not be seen from any of the holes in the front of the cowling. I estimate that nearly thirty grams went into my model to level out the sit, which is twice the recommended dose. Re-applying my previously made masks to the windows was uneventful and they were a perfect fit so I was ready to paint. My paint of choice for airbrushing is always Mr Hobby Aqueous Colours from GSI, and if it is a gloss coat then I combine it with their excellent Levelling thinner, which gives superb results. The whole airframe was given its white colour and left to cure properly. Despite acrylics seeming to

dry very fast, and for the most part many matt and satin colours do, glosses can take quite a while to cure. I gave the kit around seven days before moving on to decalling and any masking to avoid issues with damaging the shine. Without allowing it to cure correctly you may end up with masking tape damaging the surface of the paint finish, fingers leaving a print when holding for a while, or even decalling solutions soaking into the paint and leaving marks, despite the surface feeling as though it is fully dry. All of the decals behaved perfectly well and I applied them in union with Microscale Set and Sol setting solutions resulting in perfect application over recessed panel lines and any rivet details. Strangely the cheat line along the fuselage is provided in three separate parts having splits for each of the side doors, even though they are moulded closed and would be extremely difficult to open up. This takes a bit of care to ensure you make the joins invisible and keep everything running parallel. Annoyingly the nose section of the decals are not wide enough to meet over the top of the cowling leaving a white stripe, nor long enough to wrap around the front of the nose. This all required some delicate post decalling masking in order to spray in all the missing areas of black. A few other small places around the leading edges of the tail fin and rudder also suffer the same fate, leaving you no option but to touch in these spots with black paint. Once given a coat of gloss varnish for a final finish these will blend in nicely though. As a final aesthetic point I removed the two rather thick antennas that sit on top of the wing and drilled these out to replace with some stretched sprue, making them far more in scale overall, although this is down to personal choice. It had been a long time since I had built this kit as a kid and I remember getting into a few issues along the way, but this time around it was quite a pleasure to be honest. It shows that a little experience goes a long way in helping, as well as taking time around solving any issues rather than rushing straight in and making a mess. Options for colours are practically endless with the numbers of aircraft around the world, plus your imagination can come into play with a potential colour scheme for what your own little Skychicken would look like. Anyone with a sound grasp of the basics of modelling should easily be able to get around the small issues with this kit and produce a nice result, as I have hopefully shown here.

JUNE 2017 • VOLUME 39 • ISSUE 04



Cold War Hunter MiG-31 Foxhound By Robert Paris

Kit No: 81753 Scale: 1/48 Type: Injection Moulded Plastic Manufacturer: HobbyBoss Creative Models/Squadron


began this build with the cockpit, which while nice doesn’t fit that well. The back walls to the separate cockpits needed trimming to fit the slots for them and the same for the instrument panels, only a slight annoyance but for a £60 kit it shouldn’t happen. There is some raised detail, but it’s not very high so isn’t very amenable to dry brushing and you will need to use the decals provided to see any detail. The seats are not particularly impressive. The harnesses are moulded into the seat backs but not the cushion, and they are very basic. I would recommend aftermarket items, which will really improve the cockpit. I will be interested to see what the aftermarket companies do with the cockpit as it seems too shallow to me.

The next task is to join the two halves of the cockpit section. It’s straightforward and just needs a bit of perfect putty and a rescribe to get the panel lines re-instated. The intakes are next. These look odd when assembled internally and there is an annoying gap where the trunking meets the outer intakes which needs to be filled and sanded to get a seamless finish. This is again a separate module and will fit into the fuselage bottom along with the cockpit section. The join between the cockpit section and the fuselage bottom is very nice and accurate and at this point you glue the front wheel bay into it as well, followed by the intakes, which attach to the fan blades at the back. I used chrome for the inner blades and dark aluminium for the outer ones. Once glued into place the first area to be filled showed up a

very long and wide gap between the intake and the fuselage on the port side. The other side was fine. The top of the fuselage was next. I glued the undersides of the wings on and dry fitted them to the bottom. The fit is poor all around the joint, which goes around the entire top of the fuselage and the fit around the cockpit section isn’t great either. Green putty will be needed. After filling, sanding and checking I primed the kit to make sure all was correct then scribed back in the missing panel lines. I preshaded the kit using Mig Medium Gunship Grey for the engine panels and random panels on the airframe and Medium Sea Grey for the rest of the panel lines. I used Akan light grey for the main shade mixed 70/30 and misted on. When finished I post shaded the kit a bit more with Akan Medium Grey and the Light Grey to give it worn old dirty jet feel. The radome and tail areas were painted Medium Gunship Grey. I put two coats of Future on and let it dry before decalling. The decals are very nice and thin and go on to the kit without any problems. I then used Flory dark wash wiping it with kitchen towel along the airflow and using cotton buds to get into small areas. Finally I put a satin coat on the model to seal. The exhausts are next. These are very nice as is. They have good detailing inside and the burner ring is pretty accurate. They come in five parts each. Using references I painted these up using Vallejo Aged White and Light Brown for the insides to simulate the high temperatures, and Alclad Burnt Jet Exhaust for the outer burner petals, with a light coat of Dark Aluminum and Burnt Jet Exhaust to finish the outer petals. I then moved to the flaps and rudder and painted them the same way as the airframe. The next items are the landing gear. HobbyBoss provide these as metal with plastic parts to be glued to them. I then primed and painted them Akan Light Grey. The inner wheels hubs I painted Akan Russian Green and the tyres are rubber/plastic and the hubs fit into these with no issues. The undercarriage is quite fiddly so patience is required but when fitted the kit sits nicely and no added weight was necessary. I then put on a lot of small parts after painting them. Finally a satin coat was sprayed over the whole model. The weapons pylons are twopiece items, strange but they look the part once fettled in.

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The missile wing load diagrams that HobbyBoss provide are wrong. A Russian modeller advised me the outer pylons are used for fuel tanks or nothing. The inner carry the R40s or a pair of R-60s each if the sortie is not a maximum speed flight. So, outer pylons will be empty and R-40s on the inner. Not a major error from HobbyBoss but a reminder to check your references. Like the pylons themselves the missiles build up from two parts for the main body and then the ducts and finally the fins. The fit is good and they require just a light sanding. I primed them and painted the fins Gunze black and the missile body white. Finally I added decals and attached them to the pylons and then onto the kit. I had an issue with the belly missiles. The rear fins are too wide for the moulded recesses on the fuselage. I had to shim attachments with a plastic strip to make them fit correctly. Lastly I painted and attached the photo etch parts for the top of the fuselage and the remaining pitots and added the HUD etch and clear gun sight parts. I used a Master Models pitot for this kit as it was accurate and finishes it off nicely. Summing up this kit I thoroughly enjoyed the build. Yes it has its flaws but to me a kit is supposed to test your skills and make you learn a few more, and this does that. With time and patience you’ll end up with a beautiful Cold War jet that really is a centre piece kit in your collection.


Rotary Pioneers Bristol Sycamore By Paul Bradley

Kit No: 72-36 & 72-37 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: S&M Models www.sandmmodels.co.uk


he Bristol Aeroplane Company was one of the pioneers of British helicopter design, and set up a dedicated helicopter division in June 1944 under the leadership of Austrian born engineer Raoul Hafner. His first design was the Bristol Type 171, a four or five seat light helicopter that after careful but protracted development matured into the Sycamore, which subsequently became the first British helicopter to serve with the RAF in 1953 when 275 Squadron converted to the Sycamore HR.14 for search and rescue (SAR) ops. Deliveries to the RAF equipped a total of nine squadrons, and the type was used in anger in the Malayan Emergency and the Suez Campaign during the world’s first large scale helicopter assault landing. Sycamores were also used by the Royal Australian Navy, the German Army and Navy (fifty Mk 52s) and the Belgian Air Force for use in the Belgian Congo. Civilian users included British European Airways (BEA), which used them for trials of inter airport passenger services. The sole surviving airworthy Sycamore belongs to the Red Bull group and can be seen at selected air shows in Europe.

The Sycamore has been the subject of a few models over the years, the first being the Lincoln model in 1/65 scale, first released in the mid 1960s and later by Glencoe. Subsequently kits in 1/72 have been offered by CMR, a resin kit, and Whirlykits, which was a mixed media kit based on a vacform fuselage. Now S&M Models has released three new kits, one with RAF and RAN decals, a second with German and Belgian markings, while the third covers civilian schemes from BEA and a Swiss fire-fighting machine. The parts in each box are the same, with variations in door design and window configuration being the primary differences. The kit comes in a very solid top opening box. Inside are two sprues of typical limited run grey plastic parts with good detail that is a little soft compared to big company products. There is also a little pebbling on the plastic but some work with polishing pads eliminates that. Also present is a sprue of clear parts that includes the front fuselage bubble in four parts, with alternate parts for standard and blown rear doors. Unfortunately the standard doors do not have indications for the windows or door framing. Careful masking will add the former, but careful scribing will be needed to add the latter.

The final item in the box is a small decal sheet. I acquired two boxings, the RAF/RAN and German/Belgian boxings. Each boxing has two decal options, with a good selection of stencilling included. My intent with these models was to build out of the box as much as possible, although there are a few missing details, especially in the cabin. I started construction by assembling the rear fuselage and tail boom, along with the under fuselage panel. Some sanding was needed, but the only filler was a touch at the rear of the under fuselage panel. Be sure to have the louvres to the rear of the panel as I got this wrong on one of my models. There is a short pin moulded into the end of the tail boom for the tail rotor to attach to, but I felt this was a bit ill defined and substituted a short length of brass rod instead. At this stage I also added the rotor/gearbox/intake housing above the cabin. There is a pin that sits inside the housing to which the main rotor is attached later but again I felt the moulding of this was a bit imprecise, so I substituted a length of plastic tube with a length of brass rod inside. The housing was then sanded to fit.

JUNE 2017 • VOLUME 39 • ISSUE 04



With the rear fuselage pod now complete, I trial fitted the cabin rear bulkhead, sanding it to fit, as it is easier to do this now than to try to do it later as the instructions suggest, when all the cabin parts have been attached to it. Having corrected the fit I glued the rear seats in place on the bulkhead and added belts from tape. The rest of the cabin is built up on the cabin floor. Detail here is sparse and some is missing, with the collectives and rudder pedals not included. With such a large amount of glazing I would have hoped for better. As I was building (basically) OOB, I didn’t add any extra detail, but I’m sure that a photo etch or resin set will become available at some point for this kit for those who wish to do so. The crew seats are quite basic, and also have large sink marks in the seat cushions. These I covered with strategically placed tape belts. I am not sure that the cushion patterns are correct for these versions as they look more like a civilian fitting, but interior photos of in service Sycamores seem a bit sparse. The interior is all black, which does help disguise the lack of detail to some extent. Incidentally, I discovered at the end of the build that these models are near tail sitters, so I’d advise adding a little nose weight under the cabin floor to help alleviate any potential issues though this is not mentioned in the instructions. The rear cabin bulkhead was then glued to the rear fuselage and once this was set, the cabin was attached to the bulkhead. Now comes the tricky part of attaching the glazing. All glazing parts were first given a Future/Klear bath and allowed to set over a couple of days to prevent the superglue from fogging the parts. Be sure to choose the correct side panel pieces for the version you are building, though it appears that Sycamore door and window configurations differed considerably on different versions and at different times. Best to consult period photos if possible for the particular airframe you are modelling. I would recommend masking the windows before gluing the side panels in place, as this will eliminate the potential for these panels to become detached with the extra pressure applied if that process is done with the parts already attached.

As there is little attachment area for the main door parts I thought about adding narrow strips of Plasticard inside the rear of the glazing to provide extra gluing surface. However with the rear bulkhead flush against the mating surface there wasn’t any depth to add them. I had to bite the bullet and simply glue the side panels directly to the rear fuselage with no extra support. This isn’t the strongest of joins, so careful handling will be required from this point on. Once the side glazing was set, I added the top glazing. This needed a little sanding to get a perfect fit. Once dry, I sanded the front surfaces to provide a perfectly flat surface to glue the nose glazing. Don’t forget to add the IP and coaming inside the nose glazing part before you glue it in place. Luckily the fit of the glazing is generally very good, so little sanding and no filler was required here. With the main body complete it was time to add the fiddly bits to the outside, starting with the undercarriage. This comprises a main leg and V frame support struts. I used a pin vice to define the dimples these are supposed to attach to. Be sure to consult photos of Sycamores on the ground to get the right sit, as it would be easy to get an overly stalky look commensurate with an unloaded oleo. The front leg also needs care to ensure it isn’t too long. This features an integral wheel. The main wheels have good hub detail. A winch assembly is included to attach to the starboard fuselage but be sure to study photos to see if it is applicable to the airframe you are building. This has fair detail. Two steps are included for the crew entry positions and these are not correct according to the photos I saw on the web, needing an extra bar either above or below the footplate. The step for the rear cabin is missing altogether, which is disappointing as it is quite prominent. Turning to the rotors, these are supplied spread. The Sycamore had folding blades, but the kit gives no provision to show this. Detail on the rotor head is good, but what was the mould maker thinking in adding flow channels to the delicate mass balance arms? This almost guarantees that these will be broken when the rotor head is removed from the sprues. Out of six on my two models, I managed to salvage only

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two, and that was being extra careful and using a photo etch saw. Poor design in my opinion. Take care with the fit of the blades. Light sanding and fettling is required to get the best fit of blades to hub. With the airframe complete, I turned to painting and decalling. The RAF machine was Golden Yellow in real life, but I didn’t have a pot so used Trainer Yellow with a dash of orange. It turned out a little too yellow, I feel. The German machine is Olive Drab with International Orange. I used Xtracrylix Khaki Drab, which seems a good match, and Testors International Orange with a dab of red. Don’t forget to tint the roof windows and I used Tamiya Clear Orange for this. The decals in each case were well printed and nicely opaque. They were thin and easy to use so full marks in that aspect. However I do have questions about the schemes themselves. The RAF machine is a well-known display aircraft that now belongs to the Boscombe Down Aviation Collection. Back in her air show display days she featured a large 202 Squadron mallard on her fuselage, although 202 never used Sycamores. I decided to finish my model as she appeared at various air shows as a static airframe, and the mallard looks good, but don’t use the mallard if you want to depict an actual service machine. The German airframe is also in a museum exhibit scheme, this time for an airframe at the Nordholz Aeronauticum Museum, and I believe the serial used, WE + 543, is not real, though I stand to be corrected on that. The Australian machine is a preserved airframe, though I believe the scheme to be correct for a service machine, while the Belgian option is correct for a service aircraft. Overall I was happy with the builds. Accuracy is good and though there are some missing details, the experienced modeller could easily add these to taste. I wasn’t so happy with the decal options, and I hope someone will release a complementary set in the near future. This isn’t an inexpensive kit given its size, and half the price of the CMR resin kit, which it has to be said is far better detailed. Nevertheless I do feel this is a nice kit and I can recommend it to those who have some experience with limited run kits.


Belcher Bits BL-15 Polaris, BL-18 Minuteman III, BL-17 Minuteman II, BL-16 Trident II By Andy McCabe Kit No: BL-15, BL-16 BL-17, BL-18 Scale: 1/72 Type: Resin Manufacturer: Belcher Bits www.belcherbits.com


operational in 1962. The Minuteman II followed four years later with a new second stage, which increased the range to 7,000 miles against the Minuteman I’s 6,300 miles. • BL-18: Minuteman III (LGM-30G). Twelve resin parts, decals for US Air Force. By 1971 the Minuteman III (LGM-30G) had become operational and the range had increased to 8,000 miles with a payload of three MIRV warheads. As part of the SALT treaty (Strategic Arms Limitation Treaty) the Minuteman III has been deMIRVed and now carries a single Mk 12 RV warhead.

hese four kits are the latest releases from Belcher Bits who are based in Stittsville Canada. The four missiles consist of entirely resin parts complete with decal sheets.

This is a simultaneous build of all four kits at the same time and the construction of all four is identical, with the missiles all built working from the ground up by assembling the various stages of each.

The four new kits are:

The resin parts are simply washed in warm soapy water first to remove the mould release agents and then glued together with superglue. Each completed missile was then sprayed with white primer before applying the paint colours.

• BL-15: Polaris A-3 IRBM. Nine resin parts with decals for the Royal Navy Missile. The Polaris A3 variant carried three warheads, which were not independently targeted, and had a 2,500 mile range. In 1962 the Royal Navy chose the Polaris A-3 for its four SSBN Submarines and they were operational by 1968. Polaris continued in service with the USN until 1968 and the UK until 1996 when they were replaced by Poseidon and Tridents respectively. • BL-16: Trident II D5 SLBM. Eight resin parts, no decal sheet. The Trident II D5 SLBM is the latest USN SLBM following Poseidon and Trident 1 and is a more capable missile than its predecessors, each missile carrying ten MIRV (Multi Independently Targeted Reentry Vehicles) and has a range of 7,000 miles. The D5 became operational with the USN in 1990 and with the Royal Navy in 1996. • BL-17: Minuteman II (LGM-30F). Twelve resin parts, decals for US Air Force. In 1957 the USAF began development of a solid fuelled ICBM as a replacement for its Titan ICBM, the result was the Minuteman I declared

Beginning with the Polaris, this was sprayed with Appliance Gloss White and then the decals were applied and the rocket nozzles painted and fitted. The Trident 2 was sprayed with Appliance White and then masked off and the painting instructions provided were followed for the FRP section of the missile, this being Dark Earth first then light sand was brushed on horizontally around the body followed by two coats of Tamiya Clear Orange. Finally the nozzle was fitted, though there are no decals for this model. The Minuteman II and III were painted at the same time as they both have the same paint colours. The missiles were sprayed Appliance White and then masked and Olive Green was sprayed on, followed by light green onto the first stages of both missiles and to the warhead of the Minuteman III. The instructions say that this was a yellow colour but photos of a Minuteman in its silo at the

Minuteman Missile Historic Park in South Dakota show the warhead as a light green colour. The nozzles were now painted and fitted and these two were finished. There are decals supplied for the two Minuteman but they are only for missiles that are painted white for display at museums. Something that I had never thought about, but that is obvious when described in the Missile Instruction sheets, is the fact that operational missiles were never painted as paint adds weight, which is why the Trident II and Minuteman Missiles are strange colours. I also have a Belcher Thor Missile that I built some time ago and I thought that including the photos of the kit were appropriate. This is a

somewhat bigger missile than the four others in the review but the scale is the same. The Thor has a launch pad with it and is excellently detailed. The TEL (Transporter/Erector/Launcher) was scratch built and the tractor was from Transport Models but modified to suit the Thor Missile transport system used in the UK by the RAF.

Conclusion These are four very interesting resin kits from Belcher and chart the development of the ICBM almost from the beginning. The parts are superbly cast, as always from Belcher and although there are only a few of them, they are nicely detailed. I now need to research the way they were transported.

JUNE 2017 • VOLUME 39 • ISSUE 04



IPMS (UK) Column Presented By Chris Ayre


s we approach June, those of us of an aeronautical persuasion find our thoughts turning to the summer months and the opportunities to get out and see some real aeroplanes. It’s the airshow season! The various event organisers are ‘building their programmes’ and, although it’s early days as I type, I have received lots of press releases, each bringing news of the latest additions to those programmes, and I’ll touch on just a few of the events that I intend to get to this year. The Duxford Air Festival actually takes place in May but you should still have time to book your tickets, given the publication date of this issue. The event is being held over the Spring Bank Holiday weekend (27th-28th May) and is the first of three big air shows this year at the Cambridgeshire airfield. The Air Festival presents a real mixed bag of old and new, with the RAF’s Typhoon display and, I was surprised to see, the Armee de l’Air sending a Rafale (hopefully in the stunning 2017 display scheme). Other items on the flying ‘bill’ range from the de Havilland DH88 Comet and a couple of Percival Mew Gulls (one a replica) to the Sea Vixen and the Strikemaster pair of NWMAS, based at Hawarden, near Chester. The Blades civilian display team are back and the Great War Display Team (all replicas) will perform their very impressive aerial ‘battle’, complete with pyrotechnics. The RAF Cosford Air Show takes place on Sunday 11th of June and it turns out that this is still the only RAF organised show of the year. The new event at RAF Scampton in September has been taken under the RAFCTE umbrella and therefore, as great as it is to see an air show return to the Lincoln area, it won’t

have quite the same ‘feel’ as those Waddington years! I attended the RAF Cosford Air Show Media Launch in March but unfortunately, thanks to some very uncooperative weather, most of the planned aircraft didn’t. Several helicopters will contribute to the major show theme of ‘Battlefield Support’, including Army Air Corps Apaches, an RAF Chinook and a Belgian Air Force NH90 TTH. MSS Holdings have announced that they will fly both of their Vietnam War era choppers, the UH-1H ‘Huey’ and OH-6A ‘Loach’, in the display and there will be plenty of other interesting theme-related aircraft both in the air and on the ground. It’s been a while since I attended one of Duxford’s other major shows - the Fighter Collection organised ‘Flying Legends’ - as it always clashes with one of the major ‘heavy metal’ air shows that I so enjoy… In 2017, it falls on the same weekend as the RNAS Yeovilton International Air Day so whether or not I make it is in question once again. ‘Frying Leg Ends’ is always spectacular so rather than list the participants I’ll simply point you to the show’s website (www.flyinglegends.com) and let you know that it takes place on July

Squirrel ZJ274 was the only aircraft to fly in to the RAF Cosford Air Show Media Launch, the background murk illustrating why (Chris Ayre)

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more to come but, as ever, the Air Day celebrates and demonstrates the capabilities of the Fleet Air Arm so expect helicopters in abundance - despite the recent withdrawal of the ‘legacy’ Lynx (and the Sea King HC.4 before it) the airfield assault finale is still a spectacular end to a great, RN-flavoured day out! I think I’d better leave it there… I may touch of the Royal International Air Tattoo next month when the participant list is nearer completion. As I’m far too fond of saying, there is nothing quite like making contact with real aeroplanes to inspire our modelling and to give us a feel for our subjects… It’s time to move on to matters IPMS. By the time you read this, the dust will have settled on the Society AGM and, as we already know, the make up of the Executive Committee (EC) will be somewhat altered (refreshed, some might say). Although it will be sad to lose those stepping down, we should by now have a ‘full house’ consisting of a healthy mix of ‘old hands’ and enthusiastic newcomers. I’d like to welcome the ‘newbies’ and I really hope they enjoy their tenure - the very act of throwing their hats in the ring, to take on these unpaid roles, should be appreciated by the Membership (most of whom would never consider taking that step

The latest issue of the IPMS (UK) Society magazine

8th and 9th. Let’s just go back to the RNAS Yeovilton International Air Day, which is on Saturday the 8th, to see what the Royal Navy has on offer… As is usually the case, the Air Day team has already secured a number of overseas participants, including the Patrouille Suisse, Czech Air Force JAS-39C Gripen and L-159 ALCA and the Belgian Air Force solo F-16 display. Expect

Both the UH-1H and OH-6A will be flying at the RAF Cosford International Air Show on June 11th (Chris Ayre)

SCALE COMMUNIT Y forward - and I include myself here). IPMS (UK) is growing and evolving and it is thanks to ordinary Members stepping up to the plate that we see the continuing success of the Society. Thank you for putting in the time and effort ladies and gents. I for one really appreciate it.

Showtime Looking ahead, June has lots of model shows for your delectation and we begin on the weekend of the 3rd and 4th with two very good, well-established events. IPMS Salisbury present their Scale Model Show 2017 on Saturday 3rd, at Wyvern College Sports Hall (SP1 1RE), and doors open at 9.30am. An open competition plus a good selection of traders and club displays, demonstrations, on-site refreshments and free parking make this a great annual event. See www.salisburymodelshow.co.uk for more information. The following day we find the (appropriately named, perhaps) Northern Model Show. This takes place at the Parks Sports Centre in North Shields (NE29 6TL) and this year celebrates IPMS Tyneside’s 30th Anniversary. Again, doors open at 9.30am and as well as displays from around the country and a large open competition, there will be a range of traders selling kits, books, etc.

Moving on to the weekend of the 10th and 11th of July, we again have two UK shows. First up, on the Saturday, is the Shepway Military Modelling Society’s ’Summer 2017 Modelshow’ which takes place at Hawkinge Community Centre near Folkestone in Kent (CT18 7FP), doors open at 10.00am and further details may be found at shepwaymilitarymodelling.wordpress .com. The West Norfolk IPMS Show opens its doors at 10.00am the following morning at Downham Market Town Hall (PE38 9HS). In addition to the usual trade and club stands, there will be a free Airfix ‘Make and Take’ and all proceeds go to the Remap charity. The Branch has its own website at www.westnorfolkipms.uk Sunday the 18th of June is Father’s Day in the UK and also the date for the MAFVA Nationals at Burgess Hall in St. Ives, Cambridgeshire (PE27 6WU). Doors open at 10.00am and the Society website is at www.mafva.net. Finally this month, there are two IPMS shows on the same day - Sunday 25th of June. Both run from 10.00am until 4.00pm so I’ll take them in alphabetical order… The IPMS Coventry and Warwicks Show is being held, as usual, at the Midland Air Museum adjacent to Coventry Airport (CV3 4FR) and will of course have the many trade stands, displaying clubs, a tombola

and raffle within the unique setting of the Museum’s buildings and grounds. A great show with refreshments available all day. Note that normal Museum entry charges apply. Keep an eye on coventryandwarwickipms.weebly.com for more info. Meanwhile, over in Suffolk, the Ipswich IPMS Model Day 2017 will be taking place at Gresham Sports and Social Club in the county town (IP4 3QJ). Local club displays, trade and second-hand sales, a best model in show competition (voted for by visitors), a discounted bar and hot food on site plus plenty of free parking make this a great show. The Branch has a website at www.ipmsipswich.com and that will do for now. Note that details of all the above model shows can also be found on the IPMS (UK) website ipmsuk.org/events

Until next time, enjoy your modelling.

Chris ipmsuk.org Membership enquiries: Cliff Bassett, West Barn, Duken Lane, Wootton, Bridgnorth, Shropshire WV15 6EA Email: [email protected] or visit ipmsuk.org/membership/ to join online.


Eduard Bunny Fighter Club


ummer is coming, we are advised, and with it great strides in the 2017 release schedule from Eduard. This month’s releases are covered elsewhere but in the meantime it

behoves us to remind you of the best thing since Green Shield Stamps – the Bunny Fighter Club. Not a member yet? Joining up will get you a 15% Permanent Club discount at Eduard’s Store, unique valuable Club kits and accessories, even better prices at Eduard events stand and a BFC T-

shirt with unique design and special barcode (used for event discounts). This exclusive T-shirt will only be available to members of BFC. You also get free entry fee on E-day - check out the website for full details. www.eduard.com/bfc/

JUNE 2017 • VOLUME 39 • ISSUE 04



XTRADECAL Latest releases: Another diverse selection from Xtradecal this month starting with a set of varied camouflaged markings for the new Airfix 1/72 Victor kit, as well as a new collection for the Fairey Barracuda in the same scale. A good assortment of markings are also provided on both 1/72 and 1/48 sheets for the Messerschmitt Me 262 featuring both single and twin seaters, plus captured options too. Rounding out the mixture of new sheets is a fine collection of Sea Fury options including British, Canadian, Dutch, Australian, Moroccan and Cuban airframes, which will be perfectly timed for the imminent appearance of the new 1/48 kit from Airfix.

XH588 55 Squadron RAF Marham 1970 XH592 232 OCU RAF Marham 1972 XH593 232 Squadron RAF Marham 1975 XH615 the Marham Pool 1975 XH618 57 Squadron RAF Marham 1967 XL193 543 Squadron RAF Wyton 1972 XL513 139 Squadron RAF Wittering 1964 XM715 543 Squadron RAF Wyton 1966

RNAS Ronaldsway 1945 RJ925 Master Pilot W.E.Blood Joint RAF/RN Torpedo Development Unit RNAS Culdrose 1951 X72269 Messerschmitt Me 262 A1a/U3/A2a & S-92 Sixth prototype April-July 1944 VI+AL Red 6 A1a W.Nr170071 White 2 Ekdo 2 Maj Erich Hohagen Lechfeld 1944 W.Nr110956 White 17 Ekdo 2 W.Nr111617 White 9 II.EJG 2 Ofw. Zander W.Nr170047 White 1 Kommando Novotny, Franz Schal 1944 W.Nr119559 Red 13 III/EJG 2 Oblt Heinz Bar 1945 W.Nr500491 Yellow 7 IV/JG 7 Obfw Heinz Arnold and as captured in US markings Stab III/JG7 CO Maj Rudolf Sinner Brandenburg-Briest 1945 Yellow 5 KG(J)6 A1a/U3 White 34 III/EJG 2 Lechfeld Red E 2/KG(J)54 Giebelstadt White 34 III/EJG 2 A2a White F I/KH(J)51 captured near Munich

1/72 X72265 Handley Page Victor Collection XA928 57 Squadron RAF Marham XA936 214 Squadron RAF Marham 1975 XA938 214 Squadron RAF Marham 1968 XA940 Tanker Training Flight RAF Marham 1969

X72267 Fairey Barracuda Collection BV760 P 1709 NAS RNAS Katukcurunda Ceylon 1945 LS628 4F HMS Furious 1944 MD771 E1L 767 NAS RNAS East Haven 1944 MD892 R3M 713 NAS RNAS Ronaldsway 1944 P9742 3B 847 NAS HMS Victorious 1944 P9981 2X 810 NAS HMS Illustrious 1944 BPF PM953 371/A 812 NAS Lt P.Poole HMS Vengeance BPF 1945 RJ765 301/GN 815 NAS RNAS Eglington 1950s Mk III R5D 710 NAS S/Lt Roy David


engine for Tamiya kit

Tamiya kit

Eduard remain on top of things in all the major scales again. Key releases this month are items in support of their own Bf 109F while elsewhere they provide masks and details for kits as diverse as the Italeri H-21C in 1/72, Tamiya’s new Ki-61 in 1/48 and the Special Hobby 1/32 Tempest Mk II.

1/48 648276 CBU-105 648294 GBU-39 w/ BRU-61 648307 Spitfire Mk XVI top cowl for Eduard kit 648311 F-14A exhaust nozzles for Tamiya kit 648313 F-4J wheels kit for ZoukeiMura kit 648314 F-4J Exhaust Nozzles for Zoukei-Mura kit 648316Ki-61-Id exhaust stacks for

1/72 672070 IRIS-T 1/72 672150 Spitfire Mk IXc gun bays for Eduard kit 672151R-73 / AA-11 Archer 672155 Spitfire Mk VIII top cowl for Eduard kit

Brassin 1/32 632092 Mosquito FB Mk VI left

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1/48 X48175 Hawker Sea Fury Collection FB.11 WG629 136/T 807 NAS RN

Etched Details and Masks 1/32 32402 Tempest Mk II landing flaps

HMS Theseus Egypt 1952 FB.11 TF994 BC-C 803 NAS RCN HMCS Magnificent 1948 FB.11 115/NW R. Australian Navy, stored Bankstown 1968 FB.11 FAR 42, Cuban AF 1969 FB.50 Moroccan AF, Rabat-Sale, Morocco 1978 FB.50 6-16 860 Squadron, Royal Netherlands Navy 1951 X48179 Messerschmitt Me 262 A1a/U3/A2a & S-92 A1a W.Nr110956 White 17 Ekdo 2 W.Nr111617 White 9 II.EJG 2 Ofw. Zander W.Nr170047 White 1 Kommando Novotny, Franz Schal 1944 W.Nr500491 Yellow 7 IV/JG 7 Obfw Heinz Arnold and as captured in US markings Stab III/JG7 CO Maj Rudolf Sinner Brandenburg-Briest 1945 Yellow 5 KG(J)6 A1a/U3 White 34 III/EJG 2 Lechfeld A2a White F I/KH(J)51 captured near Munich S-93 PL-01 Anti-aircraft Establisment, Olomouc, Moravia Czech AF 1950 Hannants/Squadron

for Special Hobby kit 32905 Tempest Mk II for Special Hobby kit 32906 Tempest Mk II seatbelts STEEL for Special Hobby kit 33165 Tempest Mk II ZOOM for Special Hobby kit JX199 Tempest Mk II Masks for Special Hobby kit 1/48 48919 Bf 109F-2 for Eduard kit 48920 Ki-61-Id landing flaps for Tamiya kit

GINTER BOOKS:Navy/Air Force Tel: (805) 584-9732 Fax: (805) 584-6604 1754 Warfield Circle, Simi Valley, CA 93063 Kingkit • Unit 8 Cedar Court • Halesfield 17 • Telford • TF7 4PF • Tel: 01952 586457

“Due to the continued success of our new web site we are looking to buy all types of second hand models, accessories and related books..... Please contact us for a quote”

www.kingkit.co.uk THE  ORIGINAL  KIT DEALER (Est. 1983)



NFAF219 NFAF218 NAFA217 NF101 NF100 NF99 NF98 NF97 NF96 NF301

Republic XF-84H Thunderscreech Lockhead F-94 Starfire Curtiss XP-55 Ascender Grumman S2F/S2 Tracker Blue Goose Command Aircraft of the USN Douglas AD/A-1 Skyraider part Two Douglas AD/A-1 Skyraider Part 1 Martin PBM Mariner Consolidated P2Y Ranger Black Knights Rule

$14.95 $39.95 $24.95 $46.95 $35.95 $55.95 $52.95 $52.95 $32.95 $49.95

M A R K E T P L AC E 48919 H-21C cockpit seatbelts STEEL for Italeri kit 48920 H-21C cargo interior seats STEEL for Italeri kit 48921 H-21C for Italeri kit 48922 Ki-61-Id for Tamiya kit 49823 Ki-61-Id seatbelts STEEL for Tamiya kit 49824 Su-34 interior for HobbyBoss kit 49825 Su-34 seatbelts STEEL for

HobbyBoss kit EX548 Ki-61-Id Masks for Tamiya kit EX549 Bf 109F-2 Masks for Eduard kit EX550 Su-34 Masks for HobbyBoss kit FE821 H-21C ZOOM for Italeri kit FE822 Ki-61-Id ZOOM for Tamiya kit FE824 Su-34 for HobbyBoss kit FE827 Seatbelts IJAAF WWII STEEL FE828 Seatbelts USN WWII fighters

STEEL 1/72 72647 Do 17Z-2 bomb bay for ICM kit 72648 Do 17Z-2 landing flaps for Tamiya kit 73583 Mirage F.1B for Special Hobby kit 73584 Do 17Z-2 for ICM kit 73585 Do 17Z-2 seatbelts STEEL for ICM kit

SCALE AIRCRAFT CONVERSIONS New releases from SAC: The unrelenting march of new kit releases keeps Scale Aircraft Conversions on their toes keeping up with the pace, with this month seeing four new white metal landing gear sets released to add to their already extensive catalogue. Included are two World War I fighters, the Albatros B.II and Sopwith Camel in 1/32 and two Cold War jet bombers in the form of the Handley-Page Victor in 1/72, and the slightly less well known Yakovlev Yak-28

PEREGRINE PUBLISHING F7U-3 Cutlass Aircraft Walk Around CD Detailed Photo Essay on CD By Steve Muth This CD on the unique F7U-3 Cutlass 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 clear detail photographs of the cockpit, landing gear, wheel wells, exhausts, wing fold and other details of interest. This CD makes an excellent resource for modellers building the 1/48 kit by Hobbycraft, the 1/72 kit by Fujimi or any of the other F7U kits on the market. The Cutlass is a unique tailless naval fighter/interceptor that was one of the first generation of swept wing aircraft produced after

WINGNUT WINGS Camel Train By Dave Hooper There can be few World War I aircraft as iconic as the Sopwith Camel and as such, after the Fokker D.VII, this has to be one of the most eagerly awaited kits to come from Kiwi lads. Personally, while perhaps not my favourite design, I have a long history of modelling the type. The Revell reboxing of the old Monogram kit was my very first review job, way back when. A little later I must have built and reviewed virtually all the Roden boxings one by one. Then came the Eduard kits and the Blue Max Comic conversion. Even the WNW’s kit was announced during a Q&A article that Richard Alexander kindly conducted for the GWSIG newsletter that I edit. So finally they have arrived. I say ‘they’ because there are actually six boxings of the type covering the

World War II. A total of approximately 288 were produced and equipped sixteen Navy squadrons. It suffered from weak unreliable engines throughout its career but at the time was superior to the F-86 in many ways. Despite the poor reliability and low thrust of its engines, the Cutlass had the highest rate of climb of its era and was faster than even the vaunted Sabre. The photographs were taken of the F7U3M at the National Museum of Naval Aviation at Pensacola, Florida and the F7U-3 at the Wings of Freedom Aviation Museum at the

Clerget, Le Rhone, Bentley BR.1, USAS and 2F.1 (Ships Camel) versions. For anybody that can count and is wondering what the final version is, it is part of a dual boxing combined with the long out of production LVG C.VI. I have the BR.1 version and dual boxing and there is very little different between the two, other than the engine sprues. I suspect the situation will be the same for the other boxings with the exception of the Ships Camel which I should imagine will have hinged fuselage parts for the folded airframe. Out of the box the kit itself looks simpler than most WNWs kits with the majority of the parts laid out on three reasonably sized sprues with two smaller sprues containing engine and clear parts. The makeup of the kit itself follows the standard Wingnut Wings style in which the fuselage fits around an

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SS583 Mirage F.1B ZOOM for Special Hobby kit SS584 Do 17Z-2 ZOOM for ICM kit SS590 Seatbelts IJAAF WWII STEEL SS591 Seatbelts USN WWII fighters STEEL CX481 Avia B-534 early series Masks for Eduard kit www.eduard.com

Firebar in 1/48. Each set is provided as a direct replacement for the kit’s plastic undercarriage parts with well moulded white metal items. These and other sets in the Scale Aircraft Conversions catalogue are available from Hannants in the UK. 32116 1/32 Albatros B.II Landing Gear (Wingnut Wings) 32117 1/32 Sopwith F.1/2F.1 Camel Landing Gear (Wingnut Wings) 48326 1/48 Yakovlev Yak-28 Firebar Landing Gear (Bobcat) 72139 1/72 Handley-Page Victor B.2 Landing Gear (Airfix) www.scaleaircraftconversions.com

Naval Air Station Joint Reserve Base at Willow Grove, Pennsylvania. This is an accurate restoration of an iconic aircraft and it has been captured in all its detail. The photographs were taken with the cooperation of the National Naval Aviation Museum staff, thus assuring adequate access to the cockpit and other details. This CD follows on from the acclaimed twelve page booklets and other previously published CDs by Peregrine Publishing. 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 at (516)759-1034 or email at [email protected] Payment by check on a US bank in dollars or PayPal. For foreign orders add $12.00 US dollars for postage.

M A R K E T P L AC E almost stand-alone cockpit assembly. Wing detail is up to WNW’s usual high standard in that there is a very subtle, almost minimal, level of sag between each highly detailed rib tape. The upper wing is provided in three sections to enable the inclusion of various centre section options. In fact the kit seems to be full of options. There are four cowlings, two sets of wheels, two undercarriage assemblies and perhaps of most note an alternative starboard side fuselage with slightly different lacing detail.

The standard boxing contains a very small photo etch fret mainly containing seatbelts and gun muzzle detail. Following their traditional format, Wingnut Wings have provided five decal options for each kit supplied in the form of one A4 sheet. The dual box version states that two options are included but actually a full set of personal identification numbers are included for use if reference material permits. The instructions format has changed very little from those very first kits that wowed the modelling community some years



Oddity products is the downloadable instruction manual, and I use the word deliberately, as there are no less than eleven pages of detailed information and construction notes backed with drawings and photos. Doing it this way reduces the cost to the modeller and allows much more information to be imparted than would otherwise be viable and you can check the manuals out on their website before you buy. If you buy your sets from the UK distributor incidentally, Martin has already printed them out and they are included in the package at no extra charge.

doors, oleo and wheel detail, crew entry door and ladder, extended air brakes, engine detail, ECM bay cooling intake, the ECM plate and a veritable plethora of small intakes, vents, scoops and antennae.

By Mike Verier SIG 144 Shelf Oddity: Detail sets for Vulcan B.2 SO21441 & SO21442 Master: Refuelling probe AM144010 Retrokit: Vulcan bomb bay RW44076 Fundekals: Avro Vulcan B.Mk.2 sheet Released in the UK at the Cosford Model show, Shelf Oddity’s long awaited homage to the Vulcan is now available and it is truly stunning. Intended for the Pit Road/Great Wall Hobby Vulcans it will take an already superb model to new heights. What I like about this company’s products is that they target things that really do improve the model, not simply replace kit parts with brass for the sake of it. Being real modellers Shelf Oddity also take account of the Carpet Monster by providing duplicates of some of the smaller pieces. They also point out perhaps the kits’ only fault; its overly compressed undercarriage. One of the best features of Shelf

The brass itself is everything you would expect from this supplier. The big set features four brass frets in three different thicknesses. The thinnest of these (0.05mm) allows detail such as panels to conform to the surface and stay within scale appearance. As they rightly point out the cockpit interior is nigh invisible so everything is aimed at detailing the exterior. Briefly the areas covered are the undercarriage including bays,

All the signs suggest that this will be a sweet and fairly simple kit to put together and I look forward to finding out if I am correct in this assumption. Just a few final notes about the LVG included within the dual box. In the main this is the same kit that was released within the very first group of WNW’s releases. There are however, a few subtle differences. Firstly WNWs have been kind enough to include the German accessories sprue. This is a large sized sprue that has been included

A good deal of this is on the underside and recognising that not all modellers want quite so much detail they will never see there is a ‘Vulcan light’ set, which includes only the most prominent items and of course costs less. If however you are going to all that trouble underneath then, as generously pointed out in the manual, Retrokit have an absolutely superb resin bomb bay, essentially a drop-in job and a massive improvement at a very good price. For the final touch Master have produced a turned metal refuelling probe which is very much the icing on the cake. As far as markings go the Fundekals sheet is very hard to beat as it allows you to build virtually any Vulcan that has ever flown. This company too has a simply stunning downloadable full-colour manual, which quite apart from the colour



New decal sheets from Blackbird offer some unusual choices in 1/72.

Syrian Sukhois Su-24/Su-34

72036 USAAF at War Part One • YB-40 92 BG • Spitfire Vb 5 FS 52 FG • Mosquito B.XVI 654 BS 72037 USAAF at War Part Two • B-29 500 BG • B-17E 11 BG • P-40N 7 FS 49 FG

The latest sheet from Two Bobs has been received for appraisal. 48255 is the manufacturer’s first foray into Russian aviation and it's a good one! This sheet coincides with the new release of the HobbyBoss Su-34 so is a timely release. Both Su-24 Fencers and Su-34 Fullbacks have been heavily involved in the Syrian conflict and Two Bobs have captured multiple airframes here with plenty of mission markings. There are options for seven Su-34s and three Su-24s. One of the Su34s has special markings to commemorate the shooting down of Oleg Peshkov's Su-24, for which markings are also included.

Includes markings for two P2V-5s of VP-2 and VP-28

Su-34s have had a myriad of tail markings during the conflict and the sheet provides nose/tail markings of these aircraft to capture these deviations as best as can be construed from reference sources. Only individual markings are included to be used in conjunction with the kit stencils.



72041 US Navy Neptunes

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with a few of the more recent two seater kits. It includes all sorts of useful bits and pieces from a step ladder to a Steiff teddy bear. The other difference is the inclusion of a photo etch cooling jacket for the Spandau, which the early kits do not have. The downside of course is that you only have one decal option, and a fairly bland one at that. But the dual boxing is well worth considering if you don’t already own the LVG and should at least force those silly ebay prices down to a more reasonable level. www.wingnutwings.com

schemes provides lots of vital info about which airframe had what mods, including which aircraft had the single ECM plate and those that briefly had two between 1962 and 1964. This matters as the GWH kit provides both plates and no explanation. It actually proved to be a better work of reference in this respect than several books I waded through and is clearly a work of love! You will detect that whilst the Shelf Oddity set is certainly for those with some experience in brass I rate it very highly. 1/144 has now come of age and combining accessories of this quality with such a good basic kit can produce a model the equal to, or dare I venture, better than larger scale and infinitely more expensive models. Which surely makes 1/144 the logical choice... Live long and prosper ! www.shelfoddity.com www.retrokitonline.net www.coastalcraftmodelsuk.com (UK source for all of the above except the decals) www.fundekals.com


1/72 C-74 1/24 F4 and Ki-61 1/48 NEW Kc-135A/B/E and soon the R 1/32 A-20, B-26, V-22, G4M, SR-71 and soon the Me-109 Zwilling

Combat Models/Roberts Model 18 East Clay Avenue West Hazelton, PA 18202 (570) 450-5647 email: [email protected] web: combatmodels.us/


Kit No: 03983 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Revell GmbH www.revell.de/en Aftermarket: Xtradecal 72209


uring World War II the Fleet Air Arm was the largest operator of the Corsair apart from the US Navy, taking delivery of a total of 2,012 aircraft. While the US Navy restricted the Corsair to land based operations for some months, the Royal Navy were quick to clear the use of the aircraft from even small escort carriers. Most British aircraft were modified by having their wings clipped slightly to fit inside the hangers of their smaller ships, but flying the Corsair from smaller carriers came at a price, with continual maintenance being required on the carrier arrester wires due to the weight of the Corsair coupled with the understandable tendency of the pilots to stay well above the stalling speed when landing such a large aircraft in a confined space. British units that operated the Corsair tended to be created and equipped in the United States with new production aircraft, trained locally and then embarked on a British carrier to sail directly to a war theatre or in some cases back to the UK or India for more training. The first Corsair unit was 1830 Naval Air Squadron, which was created in June 1943 and operated from HMS Illustrious. A further seventeen squadrons operated the type in both Europe and the Pacific. Use of the Corsair in Europe was comparatively rare, but included Operation Tungsten in April, July and August 1944 on the German battleship Tirpitz. Corsairs from HMS Victorious and HMS Formidable provided fighter cover for the aircraft attacking the Tirpitz, although they did not encounter any opposition during the raid. From April 1944, British Corsairs also took part in several major air raids in South East Asia, including Operation Cockpit, an attack on Japanese targets at Sabang Island in the Dutch East Indies. At the end of the Pacific War in July and August 1945, Corsairs from 1834, 1836, 1841 and 1842 Naval Air Squadrons flying from HMS Victorious and HMS Formidable took part in attacks on targets in Japanese coastal waters and on the mainland. In one of these operations Canadian Lieutenant Robert Hampton Grey won a posthumous Victoria Cross, only the second fighter pilot of the war to earn this decoration. British Fleet Air Arm Corsairs were initially deployed in a standard British camouflage

scheme of Dark Slate Grey/Extra Dark Sea Grey disruptive pattern on the upper surfaces and Sky on the underside. This was later changed to an overall Dark Blue scheme similar to the finish used by US Navy and Royal New Zealand aircraft operating in the same theatre. Like all British aircraft operating in the Pacific theatre in the mid and later war period, Corsairs wore a modified blue-white roundel with white bars. The purpose of this was to make the markings look more like those worn by US aircraft. The human eye from a distance fixes upon basis shapes and colours and even US markings lost their red early on in the war because even a small amount of red was often interpreted as a Japanese Hinomaru from a distance. The Corsair gave the British the carrier based fighter its own aircraft industry did not produce, and the type served well. Unfortunately at the end of World War II the aircraft’s role suddenly ended and virtually every aircraft was simply dumped at sea off the coast of Australia. This may seem wasteful to modern eyes, especially as new Corsairs continued to be built until 1952 and were operated very effectively by some smaller South and Central American countries until the early 1970s, but during World War II carrier aircraft were effectively regarded as disposable items, the ships and the pilots being far more valuable. On some of the smaller carriers used on convoy escort duties, the aircraft were not even hangered, the assumption being that very few would last an Atlantic crossing undamaged. In Fleet Air Arm service, the Corsairs wore a standard Northern European colour scheme, which was retained by most of the aircraft operated in the Pacific. This scheme contrasted with the overall blue favoured by the US Navy and the two tone blue and white used by the Royal New Zealand Air force. In the same theatre one would think one scheme was the objective ideal, but research

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on camouflage indicates that the colours used are less important than the reflectivity of the paint. One only has to think of those USAF aircraft based in the UK at the height of the Cold War that retained a standard Vietnam style brown and green finish despite their not being a paddy field in sight for thousands of miles. One of the better after market decal sheets available for the Corsair is one produced by Xtradecal. This sheet provides a large number of interesting options for the aircraft, including an unusual airframe that was operated in a natural metal finish. This was tempting, being reminiscent of some of the schemes worn by postwar aircraft operated in civilian hands. The Fleet Air Arm options were however the most interesting and the project focused on an example from 757 Squadron flying off HMS Unicorn in 1944 and 1945. For the large part of this period Unicorn was a training carrier in the Far East and trained many pilots in the techniques of landing this aircraft on a relatively small ship with older airframes. With the possibility for some interesting weathering techniques on a relatively small model, the subject of the project chose itself. The HMS Unicorn aircraft was particularly attractive in that the white areas on the roundels were hand painted out with blue to make them less visible whereas red overpainting has also been used to tone down the white serial numbers on the fin. The Xtradecals are generic and are designed to fit any accurate 1/72. The 1/72 market is a crowded one for classic World War II fighters and one could question the need for another kit in this scale, so when the Revell kit appeared at the end of 2014, most modellers probably assumed it was a reboxing of their existing Corsair, which was itself a rebox of an Italeri kit first issued in the late 1980s. However this kit is completely new and builds up into a neat replica of the classic gull wing fighter.


By Trevor Pask

The Revell kit is packaged into a small box and is moulded in a bright white and slightly soft plastic. The vividness of the plastic makes the kit look lacking in detail and for a moment one could suspect it is an old Matchbox kit or something from the 1960s Revell archives. Closer inspection reveals some very crisply moulded parts, finely engraved panel lines and a commendably high level of detail. The breakdown of the airframe suggests that the kit has been designed to allow a number of other versions of the Corsair to be produced from the basic mould, with the wing tips for example being separate components. The cockpit detail provided is excellent. Ten parts build up into a neat sub assembly, which is as detailed as many aftermarket sets in this scale. No pilot figure is included, and the seat belt is represented by a decal, but apart from those minor issues everything else is supplied. The complicated breakdown of the fuselage means that inserting the tub needs a little attention, but providing some care is taken the fuselage halves eventually click together and only a little filler is required. The rest of the airframe builds together neatly enough, but some filler is required around the cowling and the wings are also quite complex. As well as separate wing tips, there are separate components for the machine gun ports and the supercharger intercooler intakes. The lower wing is moulded as a single span, which helps in creating the classic gull shape of the Corsair’s wing platform. Surprisingly the flaps are not separate, although the rudder is, which if fixed slightly off centre adds some interest to the completed model. The design of the kit suggests that at some point in the future it will reappear with different clipped wing tips. In the interim, conversion to a Fleet Air Arm aircraft is not difficult as a neat cut with a razor saw across a panel line and then a little smoothing off with some wet and dry paper is all that is required to clip the wings of a Corsair. The engine detail provided in the kits is very good and while resin aftermarket

replacements will probably become available, these will not be necessary. A nice touch is that Revell provide alternative parts for the cowling doors to be shown in an open or closed position and the fixed portion of the cowling is moulded in three pieces in order to ensure a high degree of outline accuracy. The exhaust pipes are also moulded separately, and while some resin alternatives may be produced, they will not really be necessary. Surprisingly the wing flaps are not presented with a down option, often the normal position for a Corsair on the ground, but perhaps such a feature would have overly complicated the kit. The underlying high quality of the kit is also evident in the undercarriage. The Corsair had a complex undercarriage and this is faithfully reproduced by Revell. The wheel hubs are moulded separate from the tyres, which results in the spokes having a more accurate depth as well as being easier to paint. The undercarriage bay doors are also wafer thin and have accurate detail on their inner sides. The components are also moulded in the closed position, which requires most modellers to separate them, but the feature makes for a neater job for anyone who wants to finish the model with the landing gear up. The decal sheet supplied by Revell provides marking for two aircraft: • VMF-214 Squadron, US Marine Corps, Vella Lavella, Solomon Islands, December 1943 • VMF-17 Squadron, US Navy, Bougainville, Solomon Islands, February 1944 The decal sheet is in register and while the decals look exemplary both aircraft provided are in the standard US World War II Pacific scheme with minimal individual markings. One or two stencils from the kit's sheet were used in the build, but the majority came from the Xtradecal sheet. The aircraft chosen for this project was finished in the standard Fleet Air Arm scheme. This was hand painted using Humbrol enamels. Before this stage was reached however, the model was prepared with a coat of Humbrol Grey Plastic Primer and a sprayed

coat of Humbrol 11 Silver. This approach was to try and replicate the finish on a very well-worn aircraft The approach with this model was to paint the silver and then let this dry for over a week. The main colour scheme was then painted and then buffed back with a nail polisher after a day. A day is sufficient for the top coat to be dry, but enamel paints do not harden fully after a day and gentle use of a nail buffer will distress the paint layers just enough to allow the natural metal to show through. The areas round the wing roots were the particular focus of this technique to recreate the scuffing made my ground and aircrew boots. Klear or another non solvent based varnish is needed after such a technique to protect the paintwork and to provide a smooth surface for the decals. The Xtradecals are beautifully printed and all were easily applied to the model in just a few minutes. The fuselage roundels are each made up of several components to represent the overpainting. This approach works well and there was no adverse reaction from the surface when a coat of Humbrol varnish was airbrushed over the model to seal everything. The small details provided with the kit are also of a high standard. The canopy is beautifully thin and can be left open as cockpit detail is more than adequate for this scale Why Revell chose to invest in the tooling for a new Corsair when they already had access to the Italeri mould is a good question, the answer to which no one outside Revell’s management will ever probably know. There are other good kits of the Corsair available, but the new Revell kit is a very high standard production if a little over engineered for the entry level or casual builder. The design of the kit clearly hints at further variants, and like most Revell kits these are sure to be widely available and affordable. The Xtradecal sheet added a new dimension to this kit, but a version with Royal Navy or Royal New Zealand Air force markings in the box would be very welcome.

JUNE 2017 • VOLUME 39 • ISSUE 04



A look at some of the latest publications received for review Edited by Ernie Lee The Aviation Historian Issue 19 Editor: Nick Stroudp Publisher: The Aviation Historian ISBN: 2051-1930 Format: Paperback, 130 pages Publication of the nineteenth quarterly issue of this fascinating and packed journal marks exactly sixty years since the infamous Defence White Paper, in which a radical new direction for the nation’s air defence was announced, switching resources to the development of a network of surface-to-air missile batteries in place of a conventional manned fighter force. In this issue, Professor Keith Hayward FRAeS examines the political and industrial fallout of the infamous document, in the first of a series of specially commissioned articles celebrating the sixtieth anniversary of what is regarded either as an ill-conceived act of political recklessness or a vital rationalisation of a failing industry.

Did it really do what the books say, and take part in a sales tour of Yugoslavia in 1931? All this and more, including the Lockheed SR71 Blackbird’s deployment in East Anglia between 1974 and 1990, a pioneering Australia Airco DH9 and a macabre round trip to Jersey in a BUA DC-3 in 1965. The Aviation Historian is a valuable source both of reference and inspiration to modellers and enthusiasts and we recommend a subscription to anyone with a historical interest in things that fly! www.theaviationhistorian.com

Fairchild Republic A-10 Thunderbolt II Owners’ Workshop Manual 1972 to Date (all marks)

Following Haynes’ customary format the author gets up close and personal to look at the aircraft's anatomy, engines and firepower, as well as presenting compelling first person insights into what it takes to fly and maintain.

Author: Steve Davies Publisher: Haynes ISBN: 978 17852 108 15 Format: Hardback, 180 pages

www.haynes.com The Fairchild Republic A-10 Thunderbolt II is the world's undisputed close air support attack jet. As tough as it

This issue also examines the joint RAF/FAA aircraft ferry route from Britain to the Far East, established in short order towards the end of World War II as the focus of Allied efforts shifted to the Pacific, and staying with that period and operational theatre, there is a look back at how the USAAF’s 90 Bombardment Group, whose B-24 Liberators went on to give distinguished service, made an absolutely disastrous debut. Other diverse eras and subjects explored include flying the Avro/Hawker Siddeley 748 for Skyways Coach-Air in the 1960s, the 1916 vintage Salmson-Moineau SM-1, an otherwise undistinguished biplane whose twin propellers were bizarrely shaft driven from a sideways mounted radial engine buried in the fuselage, and Norwegian airline DNL’s 1930s attempt to establish a transatlantic passenger route. Elsewhere the three part series on unconventional anti bomber weapons tested by the Luftwaffe in World War II concludes with the SG 116 Zellendusche, a battery of optically triggered upward firing recoilless cannon fitted into the rear fuselage of a Focke-Wulf Fw 190. The journal also explains how Argentinian Gloster Meteors played a major part on both sides in the anti Péronist coups of 1955, and there is a fascinating piece on the one-off Hawker Hornet biplane fighter.

is ugly, it has built a fearsome reputation as a tank buster and infantry killer in conflicts around the globe, and its GAU-8 Avenger 30mm cannon strikes fear into the hearts of all unlucky enough to be on the wrong side of it. The A-10 was clutched from the jaws of retirement by the 1991 Gulf War.

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At the time of the conflict, the United States Air Force was making plans to shed its A-10 fleet, citing obsolescence and redundancy. As the ensuing conflict showed, nothing could have been further from the truth, and no other airframe could have provided the US and coalition commanders with the sort of forward air control, close air support, combat search and rescue, and tank busting capabilities that the Hog did. Since then the A-10 has delivered capabilities to battlefield commanders in the Balkans (1990s), Afghanistan (2001 onwards), the second Gulf War (2003 onwards) and Libya (2011). A-10s have flown around eleven percent of Operation Inherent Resolve sorties, striking IS targets in Iraq, since combat operations began in August 2014.

Convair Class VF Convoy Fighter The Original Proposal for the XFY-1 Pogo Authors: Jared A. Zichek Publisher: Retromechanix ISBN: 978 09968 754 31 Format: Paperback, 38 pages This book presents the original proposal for the Convair Class VF Convoy Fighter of 1950, which led to the XFY-1 Pogo turboprop tail sitter naval aircraft. It was one of five submissions to the US Navy’s Convoy Fighter competition, which called for a single seat high performance fighter designed to protect convoy vessels from attack by enemy aircraft, and for vertical unassisted take-off from, and landings on, small platform areas afloat or ashore. Every detail of the proposal is covered, including armament variations, landing gear alternatives and an unbuilt small scale technology demonstrator. While the XFY-1 retained the original configuration of the proposal, nearly every contour was subtly changed during the type’s evolution. As a bonus, a pair of Convair design studies for a vertical take-off observation and reconnaissance tail sitter aircraft submitted to the US Army in 1955 are also included. Finally there is the little known Gamby Vertigo Plane,

BOOKREVIEWS an early VTOL tail sitter design evaluated by NACA in 1933. This excellent and unique book features forty five images including rare photos, detailed blueprints, contemporary illustrations and beautiful colour profiles. www.retromechanix.com

published and popular book, Modeller's Guide to the Skyraider. The new edition features many revisions and updates, based on additional research. The release of new kits and aftermarket parts is also reflected in a greatly expanded kit review section. The appendices for serial numbers, operating units, survivors and references have all been enlarged with the addition of new updated information. This new second edition features graphic and written descriptions of thirty five different Skyraider variants with forty two drawings, forty two colour and black and white photos, seventy percent of them new to this edition, and full reviews of nineteen Skyraider kits.

Publisher: Aero Research Cat No: 2005A Format: CD-ROM

Author: David Doyle Publisher: Squadron Signal Cat No: SS10211 Format: Paperback, 80 pages

fighter aircraft was able to escort America's heavy bombers from England to Berlin, and from Iwo Jima to Tokyo; the North American P-51 Mustang. Beyond bomber escort, this iconic pursuit (later F for fighter) aircraft was employed against ground targets using machine guns, rockets, and bombs, in fact one variant was specifically produced as a dive bomber. Including derivatives, the Mustang soldiered on in the arsenal of America and her allies into the 1980s and was responsible for downing over 5,000 enemy aircraft. This new edition of a classic book about an iconic aircraft includes over 170 photos, one third of which are in rare vintage colour. Detailed line drawings and colour profiles augment the archival images to present this new look at the Mustang, from the early experimental NA-73X to the PA-48, the final military variant.

This is a new second edition of the previously

Its contrails twisting through the clouds, one


The book is available in print in a spiral bound A4 format or, as received here for review, as a CD-ROM. www.aeroresearchcds.com

Modeller's Guide to the Skyraider Second Edition

North-American P-51D Mustang (In Action Series)

JUNE 2017 • VOLUME 39 • ISSUE 04



Stoke-on-Trent Model Club 19th March 2017 By Geoff Cooper-Smith


he Stoke-on-Trent Model Club are on a plan to expand and enhance with a rebranding and a resurrection of their show, now in its third year at the Sir Stanley Matthews Academy in the outskirts of Stoke. There were groups from across the North and Midlands present indicating it is very much a developing show, but one that will no doubt be helped by the unfortunate demise of the Staffordshire Moorlands event, which was also held in the suburbs of Stoke.

This year saw the introduction of Figure World West, which allowed a whole room to be dedicated to figure modelling, with some of the best proponents in the business present. And it turned out to be more relevant than I thought to even the aircraft modellers as there is an increasing trend for the manufacturers to provide subjects to enhance all areas of the hobby. Your columnist was particularly taken by a whole B-25 Mitchell crew in 1/32, which would undoubtedly go a treat with the

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

recent HK release and noted an extensive range of World War I aviation figures, ideal to accompany the beautiful Wingnut kits. The accent was very much on modelling, although there were some complementary activities including wargaming, re-enactors and good food from two separate sources, which all in all made for a pleasant day out, so congratulations to the host club and we wish them every success.

580 M O D E L L E R S

By Show Dragon


his month we continue to conclusion with a show in the life of Peter Bowyer of M*A*N Models based near Glasgow, Scotland. To recap, the instalment last month took us to Peter setting up his stand, ready for a day of trading ahead: So stand set up and before that is really even complete the exhibitors, and even other traders, are in there looking at and fondling the merchandise. Then the doors open and within an hour it tends to become really very busy. And so after a hectic morning’s trading, on or around the lunchtime lull I await the passing by of a good friend, of which I do have a few, and ask them to man the stall as a wee favour so I can make a call of nature and obtain some refreshment in the form of, yep you guessed it, a cup of tea. Then sometime around mid-afternoon activity tends to fall away and around 1530 hours the organisers make their announcements regarding the competition winners. This is usually taken as a cue by the traders to start breaking down their stalls and packing up. However this is often punctuated by a last minute rush of customers with money burning a hole in their pocket and no wish to take it home. Breaking down and packing is done quietly but once the doors are shut and the public have gone the big rush is on to get everything back in the van, as well, it all came out and I must have less than I came with so it must all go back in... Then the attempt to be the first out of the car park and beat the rush, though unfortunately I am usually singularly unsuccessful in this endeavour, as I am a

one man operation and tend to be one of the last out. Then it’s time to hit the Home button on the SatNav and away we go, via the first petrol station to fill up, thence home. The number of stops on the way home tends to be dictated by time and distance; for the Bolton show only one stop is required around the 100 mile mark, for a quick cup of tea and bite to eat. I also tend to check for emails, Facebook posts etc. before continuing on. I tend to arrive home between 2000 and 2030 hours but this can depend on several things, including distance to travel and of course road works. While travelling home a few orders will have come in, so while emptying the van these are set aside and subsequently packaged up ready for despatch. Finally I grab a quick shower and around 2300 hours sit down with a cup of tea and relax for an hour or so before bed and work the next morning. If it has been a relatively close show, and there are very few real short runs when you are based in Glasgow, then I will have been up for around twenty three hours. So that’s it, my life most weekends to make sure those show going modellers can see, touch and hopefully purchase all the latest kits and the bits that go with them. And people say I am mad! Show Dragon will continue to update Peters vital statistics at regular intervals during the year so you can gauge the extent of his commitment to the show scene and what he has to do to make an honest buck. And if Peter can provide any further insight into his nomadic life at

weekends then we will of course bring it to you. Further, if there is any other who wishes to provide their own unique insight into the life and times of a show trader then please contact Show Dragon directly via [email protected] And so during the period under review M*A*N Models attended six shows (Aldingbourne, East of England, East Midlands, Stoke, FantaZmagoriA, Sword & Lance), adding the following: Shows attended: Six Miles driving: 2,768 Hours driving: 49 Hours set-up: 17.5 Hours trading: 41 Hours breakdown: 7.5 Stolen: Six Mission Paints Which makes for a simply staggering set of statistics for the first quarter of 2017: Shows attended: Eleven Miles driven: 5,159 Hours driving: 93.5 Hours set-up: 30.5 Hours trading: 72 Hours breakdown: 20 Stolen: Two kits, six paints Next month we continue in this vein with either the introduction of 580 Modellers routine or insight from the organiser of a major show, whichever arrives in the Show

JUNE 2017 • VOLUME 39 • ISSUE 04


LETTERS MiG-3 Dear Gary Since you've asked for readers' letters: I was pleased to see the HobbyBoss MiG-3 covered by Trevor Pask in the April issue. I built this a couple of years ago when I was keen to get my modelling 'mojo' back after a spell out of it, and the simplicity of the kit helped in that a lot. I do agree with Trevor's comments about the red arrow on the kit's white scheme option being too small to fit around the exhaust. I ended up cutting the decal to fit and then matching the colour in painting the exhaust shrouds. One side worked about ninety percent to my satisfaction, the other, well, didn't. A brief comment on that scheme, which is illustrated in a photograph at the foot of page 78. The caption to that photograph says that the three aircraft illustrated are in winter camouflage. In the case of those three airframes, that actually isn't the case. Those three aircraft were presentation aircraft, possibly amongst the last MiG-3s built, and were actually shipped from the factory in white, complete with white propeller blades. They were delivered to 172 IAP on 1st February 1942. They were later passed on to other units for escort

duties as the MiG-3 was superseded by other types, and each received temperate green or green/black camouflage schemes applied at unit level - the reverse of the usual procedure! (Information from Massimo Tessitori's book on the MiG-3 in the Mushroom Model Publications series.) Not a lot of people know that, as someone once said.

be seen in a colour photo of E9-O.

forward cockpit internal canopy framing are RLM66 but the rear cockpit canopy internal framing is RLM02. I have seen photos of C-3 cockpits in either RLM 02 or RLM66, and C-0 cockpits and earlier were evidenced as being RLM02. I hope this helps you.

The invasion stripes on Lonesome Polecat, i.e. black only, were not unique and are seen on other 8 and 9 fighters, especially in 352 FG. They were probably applied after the July 1944 instruction to remove the bands from upper surfaces.


Nick King

Mike Grzebien

Picture Clue

Keep up the good work.

Bottisham Mustangs

Dear Sir


May I add a couple of observations to Paul Lucas’ Bottisham Mustang articles?

I have a photograph of my sister standing on a Vampire T.11 next to a Gannet with wings folded. But have you any idea what the plane on the left in the background could be as the wings are wrong for it to be a Percival Provost? The photograph was taken on Silloth airfield in Cumbria in 1956-1957.

Robert Day Leicester

Bf 110 Interior Colour This message is for Gary Hatcher regarding his Marking Time article in the April 2017 issue of SAM: I have examined many photos of Bf 110s, both interior and exterior, and with regards to the Bf 110D, I am fairly confident in saying you would be okay to leave the cockpit interior in RLM 66. The nose gun bay area and other internal areas on the other hand, appear to be RLM02. Colour cinema film made by Vultee of a captured Bf 110D offers definitive proof of this, at least on the particular aircraft they filmed. It is usually with the C variants that the colours can go either way. For instance I have seen photos of a C-5 where the cockpit colours and

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

Please note that 8 AF P-51s had an ultra-high frequency radio command set (SCR-522A Signal Corps Radio), which did not require a wire aerial. The W106-A wire was fitted for ferrying purposes with a BC-1206 (A) Detrola radio range receiver or an SCR-274-N radio on earlier fighters. The 522 used the existing mast only. From late 1940 RAF fighters also had VHF installed, which did away with wire aerials, and used the mast only, as in the 8 AF. P-51s in other theatres (15 and 14 AF etc.) had wire antennae in various locations on the upper fuselage. The P-51D-5 E9-O for some reason had a Dallas made Tru-Vu canopy fitted instead of the standard NAA one. The different upper profile can

Paul Gibson Carnforth



Next issue


Planned for the Scale Aircraft Modelling

June 2017 Proudly Celebrating 38 Years!

Volume 39 Issue 5: July 2017

www.guidelinepublications.co.uk 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 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/ Chairman: Regis Auckland

Naval Gazing Modelling Two CouldHave-Beens from the Golden Age of British Jets By Tony Grand

Dumbo’s Back Special Hobby’s New Tool Barracuda in 1/72 By Colin ‘Flying’ Pickett

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

Malta on a Pedestal Part Four Zvezda’s 1/72 Junkers Ju 88A-4 By Stephen J. Di Nucci

News & Industry Editor: Tom Foxon, [email protected] 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. .

Aircraft in Profile Mirage F.1 Part 2 By Gary Madgwick With colour artwork and scale drawings by Mark Rolfe

Making Mirages F.1 in Jordanian and Ecudorian Schemes By Yoav Efrati

Colour Comundrum Phantom Finishes By Paul Lucas 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 27th May 2017 Please note that the Model 2017 presented by IPMS Torbay & South Devon at Torquay Town Hall is now CANCELLED as the premises are required for the General Election. 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. Sunday 9th July 2017 North Somerset Modellers Society (incorporating the North Somerset Branch of the IPMS) present their annual show at The Helicopter Museum, Weston Heliport, Locking Moor Road, Weston-Super-Mare, North Somerset, BS24 8PP. Saturday 15th July 2017 Romsey Modellers present their second Scale Model Show at Ampfield Village Hall, Morleys Lane, Romsey, Hampshire, SO51 9BJ. Saturday 15th July 2017 HaMeX presents smallspace 6, for all things Science Fiction and Fantasy, at Hanslope Village Hall, Newport Road, Hanslope, Buckinghamshire, MK19 7NZ.

JUNE 2017 • VOLUME 39 • ISSUE 04


NEW DECALS Airdoc ADS13301 ADS13302 ADS149002 ADS149003 ADS173002 ADS173003

1:32 stencils for the McDonnell F-4F Phantom in Norm 72 camouflage 1:32 stencils for the McDonnell RF-4E Phantom in Norm 72 camo 1:48 stencils for the McDonnell F-4F Phantom in Norm 72 camouflage 1:72 stencils for the McDonnell RF-4E Phantom in Norm 72 camo 1:72 stencils for the McDonnell F-4F Phantom in Norm 72 camouflage 1:72 stencils for the McDonnell RF-4E Phantom in Norm 72 camo

Begemot BT32014 1:32 Yakovlev Yak-3 Soviet aces BT7265 1:72 Sukhoi T-50 PAKFA with stencils (HobbyBoss)

£29.99 £29.99 £19.80 £19.80 £12.20 £12.20

£10.80 £8.30

Berna Decals BER14420 1:144 Mitsubishi ZERO A6M3 Model 22-32: 2 Kokutai (Q-102) 1942, Kiyoshi (X-151) 1942, 582 Kokutai (188) 07/04/1943, 204 Kokutai (T2-190) 1943, 1 Kokutai (Z-162) 1942, Iwakumi Kokutai (TII-138) 1943, 261 Kokutai (159) 1943, Okumura (WI-108) 1943, Nishizawa (UI-106) 1943 BER14421 1:144 Mitsubishi ZERO A6M5-7 Model 52-63: Oita (J-46) 1945, Morioka (ED-106) 1945, 201 Kokutai (02-112) 25/10/1944, Akamatsu 1945, Suzuki (301-163) 1944, 302 Kokutai 1945, 210 Kokutai 1945 BER14422 1:144 Dassault Alpha Jet 8-MA (special scheme 60 years), 8-ML, 8-MH, 8-NN (4 schemes) 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) BER48130 1:48 Dassault Alpha Jet Patrouille de France 1993 - 40TH Anniversary : possibility of making one of the 10 aircraft of the French Aerobatic Team BER72040 1:72 Re-printed! North-American F-100D Super Sabre French 11-MB, and North-American F-100F Super Sabre 11-RX, 3-IX (3 schemes) BER72080 1:72 Re-printed! Dassault Mirage IV A N°9 / AH of EB1/91 'Gascogne' at Hao in 07/1966 and with Fantasia Cup in 1967, N°5 / AD EB3/91 'Beauvaisis' Solenzara 1964, N°48 / BU Fantasia Cup Solenzara 1964 BER72093 1:72 Re-printed! Avro Lancaster B.I/III & Mk.VII Aeronautique Navale : WU-15 (9.S) Tontouta (New Caledonia) 1962, WU-12 (24.F1) Lann-Bihoue 1953, WU-09 (55.S.10) Agadir (Morocco) 1956, WU-03 (2.F.2) Port-Lyautey (Morocco) 1952, WU-14 (4.S.4) Karouba (Tunisia) 1958 & WU-49 (10S ?) BER72104 1:72 Dassault Alpha Jet Patrouille de France 1993 - 40TH Anniversary : possibility of making one of the 10 aircraft of the French Aerobatic Team BER72105 1:72 Miscellaneous Markings Armee de l'Air and Aeronavale CAM PRO CAMP7204 1:72 Back in stock! McDonnell-Douglas F/A-18A / F/A-18B Hornet Full markings for aircraft 1 to 7 with names etc for Blue Angels 2006 team DK Decals DKD32001 1:32 Hawker Hurricane 1. 96, 303, 310 & 312 Squadron DKD32002 1:32 Supermarine Spitfire Mk.I/Mk.II 19, 145, 222, 310, 312 & 313 Squadron DKD72036 1:72 Supermarine Spitfire Mk.V Aces Choice of 30 Including Tuck, Finucane, Gleed, Plagis & Bader DKD72037 1:72 452 RAAF Sqn Spitfires over Europe and Asia DKD72038 1:72 453 RAAF Sqn Buffalos over Malaysia and Spitfires over Europe DKD72039 1:72 457 RAAF Sqn Spitfires over Europe and Australia DKD72040 1:72 Republic P-47D Thunderbolt over the Pacific DKD72042 1:72 Pacific Fighters Pt.2


£8.60 £8.60

£12.60 £11.80 £10.20


HUN48178 HUN48179 HUN48180 HUN72161 HUN72171 HUN72172 HUN72176 HUN72177 HUN72178 HUN72179

1:48 Focke-Wulf Fw-190F-8 ( 64 "Ági", 65 "PÖTTÖM") 1:48 Focke-Wulf Fw-190A-4 (Black 2 JG54; + Soviet captured painting) 1:48 Mikoyan MiG-21Bis/MiG-21UM ( Finland- Air Force) 1:72 Sukhoi Su-27UB 1:72 Sukhoi Su-27 (Russian 08 shark) 1:72 Sukhoi Su-17/M3/Su-22M4 1:72 Messerschmitt Bf-109G-2/Bf-109G-4 (HunV.3+13; V.3+50) 1:72 Messerschmitt Bf-109G-14/Bf-109G-6 Tropical (HUN V3+72; W-1+13) 1:72 Focke Wulf Fw 190 F-8 1:72 Focke-Wulf Fw-190A-4 ( JG54 "Black 2"; + captured "black 2" for Soviet Army)

Kits-World KW48155 1:48 Douglas A-20 Havocs. A-20G, Havoc 43-9224 F6-E - 5H-E 'Miss Laid' of the 410th BG, France, July 1944 - A-20G-45, Havoc 43-22166 'Ridin' High' 388th BS. KW48156 1:48 Douglas A-20 Havocs. A-20G, Havoc 'Little Chief' 321st BS - A-20G-DL-40, Havoc 'Miss Possum My Texas Gal', 388BS, 312th Bomb Group, 5th Air Force, USAAF. KW72145 1:72 Douglas A-20 Havocs. A-20G, Havoc 43-9224 F6-E - 5H-E "Miss Laid" of the 410th BG, France, July 1944 - A-20G-45, Havoc 43-22166 "Ridin' High" 388th BS. KW72146 1:72 Douglas A-20 Havocs A-20G, Havoc 'Little Chief' 321st BS - A-20G-DL-40, Havoc 'Miss Possum My Texas Gal', 388BS, 312th Bomb Group, 5th Air Force, USAAF. Microscale AC480056 1:48 United State Navy Insignia Borderless AC480057 1:48 US NAVY lettering, black and white, assorted sizes. AC480058 1:48 North-American F-86A Peg 0 My Heart 336th FISq. F-86 Gopher Patrol 335th FISq. F-86 Wam Bam 336th FISq. AC720056 1:72 United State Navy Insignia Borderless AC720057 1:72 NAVY - Assorted Sizes AC720058 1:72 North-American F-86A Peg 0 My Heart 336th FISq. F-86 Gopher Patrol 335th FISq. F-86 Wam Bam 336th FISq Decals (multi-purpose) MSTF50 Olive Drab (trimfilm) FS34087

£8.60 £8.60


£11.70 £11.70 £11.70 £11.70 £11.70 £11.70 £13.20 £11.20


Rising Decals RD72074 1:72 Japanese Fighter A6M Zero Part IV (includes 14 camouflage schemes)

AZ Model Aircraft kits (injection) AZM48071 1:48 Kawasaki Ki-48-I Sokei "Lily" incl. Ki-148 missile, Japan (include the AZM48062 Ki-148 missile as a bonus) AZM48072 1:48 Kawasaki Ki-48-IIb Sokei "Lily" incl. Ki-148 missile, Japan, China (include the AZM48062 Ki148 missile as a bonus) AZM7533 1:72 Messerschmitt Bf-109F-4/Z "Friedrich"

£191.99 £191.99

£8.50 £8.50 £8.50 £8.50 £8.50 £8.50 £4.99

£9.80 £9.80 £9.99 £9.99 £9.99 £12.99

HAD Models HUN48171 1:48 Sukhoi Su-27 (Russian 08 shark)

Aviattic Aircraft kits (resin) ATTKIT006 1:32 Ansaldo Balilla Italian boxing ATTKIT007 1:32 Ansaldo Balilla Polish boxing


£13.80 £13.80

£22.50 £17.50 £12.50

£62.55 £62.55 £42.75 £42.75


Moose Republic Decals RBDS48020 1:48 Saab Tunnan Part 2 RBDS48021 1:48 Saab Tunnan Part 3. J/S-29A/J-29B/J-29C/J-29D/J-29F Green Tunnan.

Eagle Cal EAG32170 1:32 Messerschmitt Me-262B-1A/U1 Nightfighters of NJG 11 EAG48170 1:48 Messerschmitt Me-262B-1A/U1 Nightfighters of NJG 11 EAG72170 1:72 Messerschmitt Me-262B-1A/U1 Nightfighters of NJG 11

AIM - Rug Rat Resins Aircraft kits (resin) RR4803002 1:48 Cessna 310A/B kit. RR4803003 1:48 Cessna U-3A kit. RR7203002 1:72 Cessna 310A/B kit. RR7203003 1:72 Cessna U-3A kit


£11.30 £7.80 £12.99 £8.99 £16.99 £5.20 £5.20 £7.99 £5.20 £8.99 £6.50 £11.70 £9.50

Print Scale PSL72265 1:72 Phantom F-4 NAVY Part 1 PSL72266 1:72 Phantom F-4_NAVY Part 2 PSL72267 1:72 Italian Aces of WW I. Part 1 Nieuport PSL72269 1:72 Lockheed T-33A Shooting Star Part 2 PSL72270 1:72 Lockheed T-33A Shooting Star Part 3 PSL72271 1:72 Boeing B-29 Superfortress Part 1

£19.80 £25.99 £28.40 £26.99


Model Maker Decals D48087 1:48 Mikoyan MiG-29 Heroes of Kościuszko new paint scheme part I D48089 1:48 F/A-18 SPAIN STANDARD MARKINGS + STENCILS D48090 1:48 SPAIN F/A-18 30 YEARS OF Ala 15 - NATO TIGER MEET 2016 D48091 1:48 Mikoyan MiG-29 Polish stencils D48093 1:48 Spain F-18 25 years Ala 15 D72024 1:72 Re-printed! Mikoyan MiG-15UTI/CS-102/SBLim-1/2 in Polish service D72031 1:72 Re-printed! Polish Lockheed-Martin F-16C/F-16D NATO Tiger Meet 2014 D72087 1:72 Mikoyan MiG-29 Heroes of Kościuszko new paint scheme part I D72089 1:72 F/A-18 SPAIN STANDARD MARKINGS + STENCILS D72090 1:72 SPAIN F/A-18 30 YEARS OF ALA 15 - NATO TIGER MEET 2016 D72091 1:72 Mikoyan MiG-29 Polish stencils D72093 1:72 Spanish F/A-18, 25 years of ALA 15 MD32080 1:32 Eurofighter Typhoon 60 Years Luftwaffe TLG 74 paint mask and decal





Dutch Decal DDC725 1:72 Lockheed L-749 Constellation KLM

A Model Aircraft kits (injection) AMU72316 1:72 UH-05 (Bo-105 Chilean Air Force) AMU72340 1:72 Dassault Falcon 10Mer AMU72370 1:72 Adam A700 AMU72343 1:72 Piper Pa-47

£8.99 £7.30 £10.99 £8.99 £8.99 £10.99 £7.30 £7.30 £7.30

Big Planes Kits Aircraft kits (injection) BPK7212 1:72 Pilatus Turbo Porter.


Bobcat Models Aircraft kits (injection) BOB48001 1:48 Yakovlev Yak-28P "Firebar"


Bronco Models Aircraft kits (injection) GB7008 1:72 DFS DFS-230B-1 Light Assault Glider


Dekno Aircraft kits (resin) CW720200 1:72 De Havilland DH-87A Hornet Moth in the Spanish Civil War GA720600 1:72 De Havilland DH-87A Hornet Moth in Canadian livery and with the option of wheels or Skis



1:72 Back in stock! Avro Shackleton MR.3 (ex-FROG)

Eduard Aircraft kits (injection) EDK11110 1:32 Vought F-8E Crusader in 1/48 scale. Limited Edition - plastic parts: Hasegawa EDK2116 1:72 Mil Mi-24 in Czech and Czechoslovak service plastic parts: Zvezda EDK70112 1:72 Focke-Wulf Fw 190A-8/R2 ProfiPACK edition of Fw 190A-8/R2 in 1/72 scale. EDK7441 1:72 Grumman F6F-3 Hellcat Weekend edition of F6F-3 in 1/72 scale EDR0015 1:48 Royal_Aircraft_Factory S.E.5a radiator Royal Class edition of SE.5a



£58.60 £65.20 £16.20 £10.99 £65.20


Dragon Aircraft kits (injection) DN5528 1:48 Junkers Ju-88A-4 Schnell-Bomber



Dream Model Aircraft kits (injection) DM720002 1:72 Z-9WA PLA Attack Helicopter DM720003 1:72 HH-65A/B U.S.Coast Guard Helicopter

£16.50 £19.80

£46.99 £11.99

Eastern Express Aircraft kits (injection) EA72155 1:72 Back in stock! Sopwith Snipe EA72257 1:72 Back in stock! Supermarine S.6B floatplane

£7.99 £7.99

Hasegawa Aircraft kits (injection) HA02219 1:72 Aichi E13A1 TYPE 'Zero' (JAKE) MODEL 11 "KASHIMA Flying Group" with Catapult HA02222 1:72 Lockheed-Martin F-35A Lightning II JASDF 1st Aircraft HA02223 1:72 Boeing F/A-18F Advanced Super Hornet. Demonstrator 168492 HA02224 1:72 Kawasaki T-4 "ASHIYA SPECIAL 2016" (Two kits in the box) 1:32 Boeing F4B-4 'TopHatters' HA08246 HACH43 1:48 McDonnell F-15J Eagle 204Sqn Super Detail

£36.99 £39.99 £54.99 £52.99 £54.99


with metal & Photo-Etch' 1:72 Nakajima Ki-49 Donryu Type 100 Helen Heavy Bomber 1:32 Nakajima Ki-43 III Hayabusa Oscar 1:32 Mitsubishi A6M5c 'Zero' type 52 1:32 North-American P-51D Mustang

ICM Aircraft kits (injection) ICM48098 1:48 Polikarpov I-16 type 28, WWII Soviet Fighter £

£39.99 £34.99 £34.99 £34.99


Italeri Aircraft kits (injection) IT1387 1:72 Martin B-57B Canberra IT2770 1:48 McDonnell F-4E Phantom II

£21.99 £34.99

Kovozavody Prostejov Aircraft kits (injection) KPM7271 1:72 LVG C.IV Decals Czechoslovak AF, Soviet AF KPM7272 1:72 LVG C.VI Decals Germany WWI KPM7273 1:72 LVG C.VI Decals Lithuanian AF

£11.99 £11.99 £11.99

Minicraft Aircraft kits (injection) MC14699 1:144 Boeing KC-97L USAF with 2 marking options £24.99 Modelsvit Aircraft kits (injection) MSVIT72030 1:72 Mikoyan-Gurevich Ye-152M MSVIT72039 1:72 Beriev Be-14 flying boat

£31.50 £56.99

Planet Models Aircraft kits (resin) PLA26448 1:48 FFVS J-


Revell Aircraft kits (injection) RV3934 1:72 De Havilland Vampire F.3 (ex Special Hobby) RV3935 1:48 Junkers Ju-88A-4 (ex ICM) RV4954 1:100 Bell AH-1G Cobra RV4955 1:100 Sikorsky SH-60 Sea Hawk

£12.99 £29.99 £6.99 £6.99

£22.70 £22.70

RVHP Models Aircraft kits (resin) RVH72074 1:72 North-American T-39D Sabreliner (USN VA-122) £51.99 RVH72076 1:72 North-American Tp86 Sabreliner (Swedish AF) £51.99 RVH72099 1:72 North-American CT-39E Sabreliner (USN VRC-30) £51.99 Scale Wings Aircraft kits (injection) IS72001 1:72 General-Dynamics F-16 "Barak" IDF


Special Hobby Aircraft kits (injection) SH32068 1:32 IAR IAR-81C (ex Azur-Frrom) SH48178 1:48 Junkers Ju-88D-2/4 (ex-ICM) SH48189 1:48 Bucker Bu-181 Bestmann 'Panzerjagdstaffell' SH72342 1:72 LET L-13 Blanik SH72356 1:72 Boulton-Paul Balliol "Civilian and Foreign Users"

£44.99 £44.99 £14.99 £12.40 £16.99

Sword Aircraft kits (injection) SW72054 1:72 Re-released! Lockheed F-94B Starfire £14.99 SW72072 1:72 Re-released! Lockheed T2V-1 Seastar £14.99 SW72103 1:72 Kawasaki Ki-102a Otsu (Randy) Fighter, turbo-

AMU72316 1:72 UH-05 (Bo-105 Chilean Air Force) £19.80

BPK7212 1:72 Pilatus Turbo Porter £29.99


Valom Aircraft kits (injection) VAL72120 1:72 North-American B-45A Tornado VAL72121 1:72 North-American B-45C Tornado

£54.99 £54.99

Zvezda Aircraft kits (injection) ZVE7019 1:144 Boeing 737-800 UT-Air NEW TOOLING ZVE7246 1:72 Mil Mi-28A

£20.99 £15.50


Aims Aircraft detailing sets (etched) AIMS32PE03 1:32 'Luftwaffe Gun sights', containing 4x VE covered and 4x uncovered VE sights for MG 81 / 131, 2x V41 sights for MG FF/ MF 151 , 6x MG 15 front and rear sights plus ammo and covered belt feeds for MG 81 / 131. Ideal for Junkers Ju-88A-1 and Heinkel He-111 kits (Revell) £ AIMS32PE04 1:32 Junkers Ju-88A-1 Essentials (Revell)

7.50 £7.80

Attack Squadron Aircraft detailing sets (resin) ASQ72104 1:72 De Havilland Mosquito two stage Merlin engine nacelles set. (Tamiya)


CMK/Czech Master Kits Aircraft detailing sets (resin) CMK4333 1:48 Republic RF-84F Thunderflash Camera Set (Tan Model) £11.50 CMK4339 1:48 Republic RF-84F Thunderflash Undercarriage Bays (Tan Model) £9.20 CMK5115 1:32 Mitsubishi A6M5c Zero - Tail Control Surfaces (Hasegawa) £12.40 CMK5116 1:32 Mitsubishi A6M5c Zero - Ailerons (Hasegawa) £6.80 CMK7372 1:72 BAe Harrier GR.9A - Control Surfaces (Airfix) £9.20 CMK7373 1:72 BAe Harrier GR.9A - Cockpit Set (Airfix) £9.20 CMQ32276 1:32 Yakovlov Yak-3 - RSI 4 Radio Receiver (Special Hobby) £4.30 CMK7371 1:72 BAe Harrier GR.9A engine set (Airfix) £13.70 CMQ32275 1:32 Hawker Tempest Mk.II/Mk.V/Mk.VI Square Tread Pattern Main wheels (Special hobby) £8.80 CMQ48269 1:48 Republic RF-84F Thunderflash - 1/48 Correction Martin Baker GY5/GT5 Seat (TAN Model) £3.60 CMQ48273 1:48 Junkers Ju-88A-1/Ju-88A-5/Ju-88C-2/Ju-88C-4 - 1/48 Early Mainwheels and Tailwheel (Dragon, ICM and Special Hobby kits). £5.99 CMQ48274 1:48 Junkers Ju-88A-4 (and later) /Ju-88C-6/Ju-88G - Late Mainwheels and Tailwheel (Dragon, ICM and Special Hobby) £5.99 Figures (resin) CMF72325 1:32 Czechoslovak pre-WWII pilots, (3 fig) £9.20 CMF72326 1:72 Fairey Barracuda Mk.II/Mk.III Crew Members Standing (3 fig.) (Special Hobby) £9.20 Dream Model Aircraft detailing sets (etched) CDM48016 1:48 AMX International cockpit details (Kinetic Model) CDM48024 1:48 Cockpit PE for Sukhoi-27/Su-30/J-11B (Trumpeter) CDM48025 1:48 Cockpit PE for McDonnell-Douglas F/A-18C (Kinetic Model) DM0553 1:72 Sukhoi Su-35S 117S Exhaust Nozzles-Open (Hasegawa) DM0554 1:72 PE for Sukhoi Su-35S (Hasegawa) DM2041 1:48 Chinese J-11B/Sukhoi Su-27/Su-30 AL-31L Exhaust Nozzles-Open (Trumpeter)

EDK11110 1:32 Vought F-8E Crusader in 1/48 scale £58.60

GB7008 1:72 DFS DFS-230B-1 Light Assault Glider £20.99

MSVIT72030 1:72 Mikoyan-Gurevich Ye-152M £31.50

DM2042 DM2043

New Accessories AIM - Transport Wings Aircraft conversions (mixed-media) TWC72023 1:72 Argonaut spinners £

MARK I Models Aircraft kits (injection) MKM720-04 1:720 Zeppelin P & Q-class 'Night Intruders' (2in1). This box contains two kits, additional parts, new decals and instructions. Two short (P-class), or two long (Q-class) airship kits or one each of the airship type can be built out of this box. £26.40

RS Models Aircraft kits (injection) RSMI92197 1:72 Messerschmitt Me-609 Zerst"rer (single cockpit version) RSMI92198 1:72 Messerschmitt Me-609 Nachtjager with FuG 217 and FuG 220 radar (Double cockpit version)

Charged version.


£8.20 £8.99 £8.99 £19.80 £13.20 £24.70

1:48 Sukhoi Su-33 AL-31L Exhaust Nozzles-Open (Kinetic Model) 1:48 TaiHang Exhaust Nozzles-Open (Trumpeter)

£24.70 £24.70

Eduard Aircraft detailing sets (etched) ED32403 1:32 Dassault Mirage IIIE/R (Italeri) £23.99 ED32907 1:32 Dassault Mirage IIIE/R (Italeri) £16.20 ED32908 1:32 Dassault Mirage IIIE/R2 (Italeri) £16.20 ED32909 1:32 Dassault Mirage IIIE/R seatbelts STEEL (Italeri) £7.20 ED33166 1:32 Dassault Mirage IIIE (Italeri) £12.99 ED33167 1:32 Dassault Mirage IIIR (Italeri) £12.99 ED48922 1:48 Sukhoi Su-17M3/M4 exterior (Kitty Hawk Model) £22.80 ED48923 1:48 Sukhoi Su-17M3/M4 F.O.D. (Kitty Hawk Model) £14.99 ED48924 1:48 Sukhoi Su-17M3/M4 air brakes (Kitty Hawk Model) £12.99 ED48925 1:48 Vought F-8E Crusader upgrade set (Eduard) £12.99 ED49829 1:48 Sukhoi Su-17M3/M4 interior (Kitty Hawk Model) £19.50 ED49830 1:48 Sukhoi Su-17M3/M4 seatbelts STEEL (Kitty Hawk Model) £6.50 ED49831 1:48 Messerschmitt Bf-109G-6 (Zvezda) £14.99 ED49832 1:48 Messerschmitt Bf-109G-6 seatbelts STEEL (Zvezda) £4.70 ED72650 1:72 Kawanishi H8K2 Type 2 Emily nose interior (Hasegawa) £16.20 ED72651 1:72 Kawanishi H8K2 Type 2 Emily rear interior (Hasegawa) £19.50 ED72652 1:72 Kawanishi H8K2 Type 2 Emily exterior (Hasegawa) £19.50 ED72653 1:72 Kawanishi H8K2 Type 2 maintenance platforms (Hasegawa) £17.60 ED73592 1:72 Kawanishi H8K2 Type 2 Emily cockpit interior (Hasegawa) £21.50 ED73593 1:72 Mikoyan MiG-29UB Izdelye 9.51 (Trumpeter) £16.20 EDFE826 1:48 Seatbelts Italy WWII fighters STEEL £5.20 EDFE829 1:48 Sukhoi Su-17M3/M4 (Kitty Hawk Model) £14.99 EDFE831 1:48 Messerschmitt Bf-109G-6 (Zvezda) £9.70 EDSS592 1:72 Kawanishi H8K2 Type 2 Emily (Hasegawa) £14.99 EDSS593 1:72 Mikoyan MiG-29UB Izdelye 9.51 (Trumpeter) £9.70 EDSS594 1:72 Seatbelts Italy WWII fighters STEEL £5.20 Aircraft paint masks (self adhesive) EDCX482 1:72 Mikoyan MiG-29UB Izdelye 9.51 (Trumpeter) £7.20 EDCX483 1:72 Boeing B-17G Flying Fortress antiglare panels (BO & DL production) (Airfix) £8.40 EDEX551 1:72 Sukhoi Su-17M3/M4 (Kitty Hawk Model) £8.40 EDEX552 1:72 Messerschmitt Bf-109G-6 (Zvezda) £7.20 EDEX553 1:72 Sukhoi Su-25UB/UBK (Eduard, KP/Kopro, OEZ and SMER) £8.40 EDJX200 1:32 Dassault Mirage IIIE/R (Italeri) £9.70 Eduard Brassin Aircraft detailing sets (resin) ED632101 1:32 Sniper ATP ED632102 1:32 MER ED632103 1:32 TER ED648301 1:48 Vought F-8E Crusader air intakes (Hasegawa) ED648319 1:48 Royal_Aircraft_Factory S.E.5a radiator Hispano Suiza for 4blade prop (Eduard) ED648320 1:48 Royal_Aircraft_Factory S.E.5a radiator Hispano Suiza for 2blade prop (Eduard) ED648321 1:48 Kawasaki Ki-61-Id Hien (Tony gun barrels (Tamiya) ED672156 1:72 Supermarine Spitfire Mk.VIII cockpit (Eduard) SIN64830 1:48 Messerschmitt Bf-109F advanced 1/48 (Eduard) ED648318 1:48 Royal_Aircraft_Factory S.E.5a propeller fourblade (Eduard) ED648302 1:48 Vought F-8E Crusader exhaust nozzle (Hasegawa) ED648317 1:48 Kawasaki Ki-61-Id Hien (Tony wheels (Tamiya)

RSMI92197 1:72 Messerschmitt Me-609 Zerst"rer £22.70

SH72356 1:72 Boulton-Paul Balliol "Civilian and Foreign Users" £16.99

£8.40 £12.99 £12.99 £5.20 £5.20 £5.20 £3.40 £12.99 £30.40 £5.20 £12.99 £5.20

VAL72121 1:72 North-American B-45C Tornado £54.99


Please visit our website for our up to date postage rates.



Westlands Wessex Workhorse By Colin ‘Flying’ Pickett

The fuselage halves marked out for the revised window layout. Note the additional grab handles added to the main cabin door

The revised instrument panel before painting alongside one of the spare kit parts for comparison

Westland Wessex HU.5 Royal Navy Troop Transporter Kit No: 32011 Scale: 1/32 Type: Injection Moulded Plastic Manufacturer: Fly Models Hannants/UMM-USA


The completed port side interior with ribs, cables and additional ducting

The starboard side interior with additional detail

Cockpit interior prior to painting

he Westland Wessex is the result of a licensing agreement to produce a variant of Sikorsky’s S-58 medium helicopter for the British Armed Forces that resulted in both civilian and export versions making it one of Westland's most successful helicopters. Whilst the Wessex entered service with the Royal Navy in 1963 as the HAS.1, the more powerful and reliable twin Gnome versions such as the HU.5 and HAR.2 resulted in the Wessex serving with the RAF and FAA for over two decades, providing the backbone of rotary winged aviation until it was eventually replaced by the Westland Sea King in its many guises, but that is another story altogether. The arrival of Fly’s 1/32 Westland Wessex kits resulted a certain amount of disbelief as it had been considered by many that a model of the Wessex in this large scale was simply not a possibility, however I for one am very pleased that Fly decided to produce a model of this revered helicopter. Good references are vital when working on a project of this size, so alongside the inevitable Internet sources I used Warpaint Number 65


on the Westland Wessex by Charles Stafrace, 4+ Publications guide to the Westland Wessex, and finally Airlife’s Wessex by Patrick Allen. The Wessex is a large helicopter, more so in this scale, and displaying it was going to be an obvious issue. As a friend stated, ‘that’s not a model, it’s furniture’. With this in mind I purchased the Scale Warships rotor fold set to help size it down a little. As the kit has an optional folding tail rotor too this would make things much more manageable. Anything else I wanted to add would be scratch built as aftermarket parts for this kit are scant. The kit’s instructions are an A5 colour booklet with twenty pages depicting the construction of both the HC.2 (32010) and HU.5 (32011) Wessex kits, which can get a bit confusing, so it is worth going through the instructions and marking which parts are irrelevant to the model you are building. There is also an A4 colour page depicting the paint schemes included in the kit, along with colour call outs in the Humbrol and the AK Interactive ranges. The first job was to form the revised window openings as denoted in the instructions to reflect those present on the HU.5. This involved marking out the openings with a fine tipped marker pen, using the new window as a template, and then slowly cutting away the plastic until the right size was given, test fitting every few cuts in the final stages to ensure a snug fit. I then set about adding the interior detail to the main cabin, which kicks off with fixing all the ribs in place. I also opted to add wiring made from lead wire from varying diameters as per the reference photographs I had to hand. There is also a highly visible heating duct, which I added from copper wire. The plastic frames that form the troop seats looked to be a bit

fragile, especially in my hands, so I formed some more using brass tube and Albion Alloys Connecto joints, fixed in place with a drop of cyanoacrylate adhesive. Once painted these had the kit’s thin paper seat canvases added, with the edges painted a matching blue colour to hide the white. The same process was used on the harnesses, which are also paper with etched brass buckles, which were threaded onto harness straps to look quite effective. The detail on the instrument panel is a little on the soft side, so I decided to go all out and drill through the instrument faces, back the panel with thin plastic card and also add switches from fuse wire. Once painted the kit instrument face decals were added and fixed in place with a drop of acrylic varnish. With a coat of grey wash to add some depth and the switches picked out in black I felt the result was more in keeping with the scale of the model. I also added the additional cockpit wiring seen of the real aircraft from a mix of fuse and lead wire, however the kit cockpit is well detailed and comes to life after a couple of hours of careful painting. I also added the equipment boxes and wiring on top of the instrument panel surround as this would been seen through the windscreens when finished, whilst the map stowed on the port side is pure artistic licence. The kit seats are wonderfully detailed, however they do lack the texture of the sheepskin seat cover commonly found, I chose to paint the seat to reflect this using Mr Surfacer 500 to build up a texture. I also found that the mounting of the seats was a little weak and they broke free several times during construction. In the end I added an additional plastic lug to the back of the seat to help secure them. This is hidden by the frame of the open doors so inconsequential except for the knowledge that I won’t have to stick the seats in again.

JUNE 2017 • VOLUME 39 • ISSUE 04



The inside of the main cabin door prior to painting, with scratch built quilting for effect

The instrument panel and surround with painting complete and ready for installation

The exhausts required a little tidying up to make them more effective, with additional metal foil FOD covers to hide the inside

The main rotor head, with additional cabling along with the Scale Warships rotor fold

Whilst the tail rotor needed no extra detail it did require extra care due to the number of etch parts

Troop seat frames formed of Albion Metals Connecto joints and brass tube

With the interior in place I started to fix the two fuselage halves together. This was achieved over a couple of evenings, gluing and taping each section together, leaving it to cure and then moving onto the next section until I had a tidy and small join all the way round, which could be sanded back with very little need for filling. The inside of the troop door is devoid of any detail leaving me concerned that this may be seen from the opposite side of the finished model, so I added a quilted panel formed of a piece of thin aluminium sheet sourced from a baking tray, with lines added using a ruler and an empty ball point pen to reproduce a quilted effect. The door itself sits in an etched brass channel so it was set aside until later as it could be fitted at the end of the build. The four decal options included in the kit cover three Royal Navy aircraft and one RAF HU.5, these being: • XT772 Admiral’s barge in its colourful Green Parrot green and white with gold accents guise • XT785 A Grey and Red Fleet Air Arm rescue markings for an RNAS Culdrose based Wessex • XT765 A Junglie dark green Fleet Air Arm Wessex, as used during the Falklands War in 1982 • XS482 An all over yellow RAF rescue mount I chose to opt for the Grey and Red Rescue aircraft as this to me invokes memories of childhood holidays at Weymouth where the similarly attired Wessexes from RNAS Portland would provide sweet distraction. Setting aside the Rose Tinted Glasses of yesteryear, the first job was to get a good surface to paint on, and I first coated all of the parts with Tamiya’s fine surface grey primer direct from the spray can, as this bonds well to a clean surface and can be sanded easily to remove any minor defects. I found a few small gaps between parts such as the canopy, which I filled with Vallejo acrylic putty and wiped it

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back to the surface with a damp finger before it could dry, and removed the odd stray bit of grit and small clothes fibre with some fine grit polishing sticks. The 'red' required is actually fluorescent red, so in preparation for this I then applied a couple of coats of Vallejo ModelAir white (71.001) to the nose and tail of the fuselage with an airbrush and allowed this to dry overnight. I know some sources recommend a yellow undercoat for florescent red, but found this looked a bit too orangey for my tastes on this aircraft, however it suits others perfectly, it is all down to personal preference. I then applied a coat of Vallejo’s ModelAir Fluorescent Red (71.082) to the white areas, however this still looked a bit too bright for such a large area, especially when compared to photographs of Wessexes themselves, so I added ModelAir Red (71.003) in a ratio of approximately a third (not a precise science I’m afraid) and applied this in thin coats. Whilst doing this I concentrated the second deeper colour on the panel lines and built up a more faded look, which I feel reflects the nature of fluorescent paint. Once I felt happy with the effect I had I sealed it in place with an acrylic gloss varnish. Next came a session of masking to protect and define the edges of the red sections before using Vallejo’s ModelAir Dark Sea Green (71.053) for the grey sections. Whilst the actual aircraft looks blue, I followed Paul Lucas’ recent article on fluorescent finishes and applied the Dark Sea Green, and lo and behold it does look blue, and certainly matches the references I have. A couple of coats of gloss varnish prepared the surfaces for decal application, and it is worth noting that the decals are delightfully thin, so require careful handling to prevent them folding over in use. I did find a couple of the white stencil decals were out of register, so just touched in the paint on the obvious areas with the underlying colour to disguise this. There are a

huge number of decals, however it's worth sticking with it as the finished effect reflects the Wessex perfectly. One failing I found, which was minor but irksome, was decal 127, the Step stencil for the climb to the cockpit, as the sheet only supplies five and you need six to apply these as required. I’m still looking for a sixth to finish this part accurately and chose to omit one from the port side, which will be hidden from view in the main. I wanted a clean looking aircraft for my completed model, though a small amount of weathering was in order. I decided to use a dark grey wash to bring the surface detail on the Dark Sea Grey areas, whilst a light grey wash was used on the fluorescent red areas to draw out the detail there. I left the weathering there as shore based Wessexes always look to have been quite tidy and well maintained on the whole. The main undercarriage is formed of a plastic leg and plastic strut, so I added some brass wire reinforcement to the joints to increase the strength in these areas. Whilst I was at it I also added the visible hydraulic hoses from lead wire and brass tube with straps from metal foil. The activation cables for the floatation equipment were also added at the same time too. Access to the main cabin is via a step below the door, and I thought this would be a bit fragile and so made a replacement from brass tube using the plastic parts as a guide. This allowed far more adjustment during installation and looks more to scale as well. The hoist and frame were preassembled and the supporting structure formed from brass tube installed into holes I’d predrilled for the purpose. The various cables were added from lead wire, whilst the hoist cable and hook were made from a mix of the resin kit parts and fuse wire. The search light and its associated mount were put in the spares box as these are absent on


SAM SUBS SEC TION Fleet Air Arm HU.5 Wessexes. The exhausts needed a bit of attention to get them looking decent as the join line runs down them across the highly visible seams. Once I’d fixed the halves together I sanded the seams off and added them back on with plastic strip to make them the same dimensions all the way round. The internal joint wasn’t the best I’d seen so I added some wine cap foil to form the covers commonly used on parked up aircraft. These had spare Eduard Remove Before Flight tags added, which made them far more acceptable. The main intake on the front of the Wessex is mesh, however this would be hard to reproduce and would require far more internal engine detail to be scratch built so I went with the resin canvas cover provided in the kit. The additional straps were formed from scraps of metal foil and painted red when in position, whilst the ropes tying the cover down were added from lead wire. The cover was airbrushed red, before being given a preshade of black on the folds and seams. A further, less dense coat of red allowed the shadows to be formed on the surface and gave it a tired and used look. The Wessex HU.5 has a pair of UHF cables running down each side on a series of pylons. One glimpse of these told me that I’d knock them off easily, so I drilled small holes at the location of each one, then in the base of each pylon so I could fix each one in place with a length of fuse wire and drop of cyanoacrylate adhesive. The cables themselves were formed of Uschi Van der Rosen rigging thread as this has the ability to stretch, although the cables connecting each side of the aircraft were made from fuse wire formed to shape,

with the loops at each end being made the same way. Finally the cables which connect the wires to the equipment in the Wessex itself were formed of lead wire. Everything was then painted black to match the pylons themselves. The folding tail is a great option to have as it substantially reduces the footprint of the finished model as well as bringing a new dimension to the completed kit. The interior of the fold includes the various connections to the tail rotor and the hinge, however I found that it was a bit weak to support the weight of the completed tail assembly to the main fuselage so I added a pair of wire rods connecting the fuselage and tail together, hidden where the two surfaces fit flush together to prevent any movement. I also added the wire connections using more lead wire. The tail rotor hub is comprised of various actuators and hydraulic connections that are represented with resin and etched parts, whilst the rotor blades themselves are injected plastic. I found this part of the assembly rather confusing, and ended up leaning heavily on my references. The rest of the tail is formed of two injected plastic halves with various cut outs for etched brass mesh panels. It is worth taking the time to paint the inside of the tail and the inner portions of the mesh black as you will be able to see them when the build is completed otherwise. The main rotor hub was built up using a mix of parts from the kit and from the Scale Warships rotor fold conversion, following the instructions provided. The kit hub is well detailed in the main, so I simply added a few of the missing wires and hoses using reference photographs as a guide. The rotor fold set includes the support stand

for the rotor tips, which is made up of several etched brass parts folded into shape and glued together, with brass rod attaching them to a saddle which in turn is mounted over the spine of the Wessex. I made this up and then painted it satin red. The rotor fold also includes some 3D printed rotor pivots, which need to be added to the base of each rotor blade by thinning them down slightly to ensure a good fit. These then slot into the rotor hub half of the pivot before being supported by the saddle arrangement. If all this sounds complicated it isn’t really, and by following the instructions and looking at the various pictures, along with a little test fitting it all becomes clear. The kit instructions would have you paint one of the main rotor blades yellow, however a look through a large number of images of FAA aircraft showed that the aircraft in the red/grey scheme had all black blades with yellow tips and yellow and white stripes. The yellow blades look to be on Green FAA and Royal Marine Junglies and RAF aircraft in the main. The colours for the tail rotor proved equally as changeable, and again I found that whilst the instructions could be considered correct in informing you to paint them light grey with red tips, in fact the majority of Fleet Air Arm aircraft had light grey blades with red and white banding, so I followed my references in this respect. I had one minor accident during the build, involving the tail wheel. This is mounted on a thin resin arm, which snapped during handling. I had suspected this would happen so replaced the broken part with thick copper wire sourced from a scrap electrical wire and fitted into predrilled holes. Although it does affect the integrity of the model slightly, I left the drain pipes under the fuselage longer than needed to provide additional support to the model so that the weight was kept off of the tail wheel strut.

The starboard side of the interior after a coat of paint looks far more convincing

Resin and plastic parts form the transmission, which is hidden beneath the etched brass mesh cover on top of the fuselage

The cockpit interior just prior to closing up the fuselage halves

The port side of the fuselage with the numerous etched steps and grills in place along with various scoops and details parts

Conclusion The limited run nature of the kit has to be taken into account when looking back over a build such as this, and whilst it wasn’t the easiest canvas to work with it was a very well appointed kit, which only needed a bit of extra time and effort to bring it together to the level I wanted. I think the Scale Warship conversion is a must for practical display of the 1/32 Wessex, and adds an extra layer of interest to a fascinating subject. Not a kit for the newcomer, but someone with a few helicopters under their belt should be able to get a result they are proud of. As luck would have it I have a Revell 1/32 Westland Navy Lynx tucked away, which would look great parked up next to this, but things look better displayed in threes (so the editor tells me) so I’m still hoping for a Westland Fleet Air Arm Sea King in the same scale.


The main rotor head complete and painted, including a Vallejo dark grey wash to bring out the detail, followed by a dry brush of medium grey to add wear

The rotor fold set and tail fold complement each other well, to produce a compact model display of a large aircraft

JUNE 2017 • VOLUME 39 • ISSUE 04



By Jim Bates The NorthWest Scale Modellers Show, held February 17-18th 2017 at the Museum of Flight in Seattle, Washington, was a very unique model show. Unlike most US events the show is a display only event, with no competition. With over 1,400 models built by almost fifty modellers, the museum’s Great Gallery was awash in scale

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miniatures. Modellers hailed predominantly from Washington and Oregon but there was a strong Canadian contingent from British Columbia, and at least one modeller from Europe. Hosted by the museum based NorthWest Scale Modellers, the two day event is the club’s major outreach to the public.



In addition to all of the models on display, there were seminars on topics such as how to print your down decals, weathering and painting with acrylics, in addition to a Make and Take for the children in attendance, hosted by local hobby shop, Skyway Model Shop. Another key component of this show is the ability to see modellers building in public, hard at work on their latest projects. It is not hard to explain how much fun it is to be working on a kit underneath a M-21 Blackbird! Although there is no


competition at the show, the museum curators do pick a model for the Curator’s Choice Award, won this year by first time exhibitor Ira Shelton for his 1/48 B-25 Mitchell. The Northwest Scale Modellers meet the first Thursday of each month at the museum, and the show will take place again in February 2018 at the Museum of Flight. The club has both a Facebook and Yahoo Groups presence, so keep an eye out for the dates of next year’s show. We’d love see you in Seattle!

JUNE 2017 • VOLUME 39 • ISSUE 04



A Wheelbarrow Full Of Surprises

By Andy McCabe

transport for the Royal Air Force. The Argosy first flew on the 8th January 1959 and was not retired from commercial use until 1991, with seventy four built.

Kit No: 144-014 Scale: 1/144 Type: Injection Moulded Plastic Manufacturer: MikroMir Hannants/Atlantis Models


he AW650 Argosy was a four engine propeller driven transport aircraft designed and built by Armstrong-Whitworth Aircraft primarily as a military

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The Argosy was powered by four Rolls-Royce Dart Turboprop engines driving four bladed Rotol propellers. The airframe had a twin boom tail design that allowed doors at the rear and nose of the fuselage to facilitate loading from both ends. This meant that the flight deck was mounted high above the cargo bay and gave an unobstructed cargo bay measuring 10’ wide x 47’ long. The RAF retired their last Argosy in February 1975 replacing it with the Lockheed Hercules. Civilian use of the Argosy was limited but it saw

service worldwide, notably with British European Airways. The MikroMir 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.

The Build Work begins by assembling the cockpit, which consists of the pilot and co-pilot seats, main instrument panel and centre console, bulkhead and then a navigator position on the upper deck. These were all painted with Mr Hobby H338 Light Grey as there are no specific paint manufacturers detailed. The inside



of the fuselage and floor was also sprayed the same colour. There are clear parts supplied for the cargo bay windows but I left these out and will use Micro Crystal Klear later on to fill them in. The cockpit assembly was now inserted into one fuselage half and as much weight as I could fit was inserted into the void behind the cockpit as there is no room anywhere else to fit it if you model the aircraft with the doors open. Despite this the model would still prove to be a tail sitter. The two fuselage halves were glued together and the two frames fitted into the openings. The wings were now assembled and fitted to the fuselage followed by the two tail booms. These were then fitted to the wings and the tail plane attached. The cockpit glazing was now masked using the masking sheet supplied, and then fitted to the fuselage. The nose and tail doors were temporarily fitted using Maskol so that the model could be sprayed, then the vortex generators from the etched fret were added to

the top of the fuselage and the etched wing fences were fitted to each wing. The model was then given a coat of white primer, any gaps filled, and then the whole airframe was sprayed with Appliance Gloss White.

• Armstrong Whitworth Argosy, c/n 6801, Aer Turas, Ireland, 1971 • Armstrong Whitworth Argosy, c/n 6802, Safe Air, New Zealand, 1974 • Armstrong Whitworth Argosy, series 222, British European Airways, 1962

The upper fuselage was then masked of and Mr Hobby H338 was sprayed onto the lower fusealge, then more masking took place so that the black cheatline along the windows, tail booms and fins could be applied using Humbrol X-18 Satin Black.

Final assembly now commenced by fitting the undercarriage, props and antennae and finally the cargo bay doors, and the model was finished.

Now the whole fuselage and engines were masked and then Revell Ferrari Red was sprayed on after which the wing and tail fin leading edges were masked off and painted silver.

This is another nice release from MikroMir 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. The model looks very appealing in its BEA colour scheme, and the Argosy is not a kit I have built before so it was long overdue on my list of builds.

The decals were now applied without any problems. Options cover five different operators: • Armstrong Whitworth Argosy c/n 6803, IPEC Aviation, Australia, 9th March 1979


• Armstrong Whitworth Argosy ZK-SAL, Safe Air, November 1990


JUNE 2017 • VOLUME 39 • ISSUE 04



Under the Skin On a Whiff of Counterfactualism – Avro Arrows for the RAF? ver the last few years there has been a growing amount of interest amongst aircraft modellers in a whole spectrum of 'What if' (Whiff ) and Counterfactual subjects. Whiff subjects can be anything of the modellers imagination that is historical in nature, thus distinguishing the genre from Science Fiction. For example, What if the Roman Empire had not fallen? Would a Roman Air Force of the Christian Era 1930's have operated Fiat G.50's during the reign of Emperor Mussolini the First, being marked with the Roman Eagle on the surface of one wing whilst the legend 'SPQR' appeared on the other? Counterfactual subjects on the other hand are based on alternatives for which documentary evidence can be provided, which shows that such an aircraft might have existed had a different choice been made or had events turned out differently. For example, the two part article 'The Best Laid Plans' that dealt with the Supermarine Swift, which was published in the February and March 2016 issues of SAM was based entirely on surviving documents which gave details of exactly what the RAF had planned for the type, including the number plates of the squadrons that were to have been equipped with it. More difficult to classify are those subjects that fall somewhere between these two ends of the spectrum, where there is some documentary evidence to show that a particular course of action was considered but not followed, thus meeting the Counterfactual definition, but providing a sufficient lack of detail so as to allow the modellers imagination some leeway in rendering a Whiff interpretation of the subject. Take for example the CF-105 Avro Arrow Fighter. In Canada, this machine enjoys the same reputation for unfulfilled promise that the TSR2 has in Britain. It was so promising that in 1956, a proposal was made that the RAF should procure some 300 or so Avro Arrows and use them to equip nine front line All Weather Fighter Squadrons in place of the thin wing Javelin. RAF interest in the CF-105 stemmed from a visit to Washington DC by the Minister of Supply in December 1955. Whilst there, he was shown some secret papers on the type and as a result, an RAF evaluation team went to Canada to assess the project in January 1956. Their report, dated 25 January 1956 was very favourable and


By Paul Lucas by 24 February 1956 the Air Council had come around to the view that the thin wing Javelin should be cancelled and the CF-105 procured to replace it. The plan was to build the CF-105 in Britain using a British engine whilst retaining the Hughes Flight and Fire control system and the Sparrow missile. In the event, the Dollar cost of acquiring the Avro Arrow put an end to the proposal, but even if it had gone ahead when the proposal was dropped in April 1956, it would perhaps have been unlikely to have survived the 'Sandystorm' of 1957. But what if it had have gone ahead? The proposal mentions equipping nine All Weather Fighter Squadrons with the type in place of the thin wing Javelin. It might be nothing more than a coincidence, but in 1960, by which time the Avro Arrow was expected to be entering service with the RAF, there were nine Javelin All Weather Fighter Squadrons serving with Fighter Command, so these would perhaps have been the most likely recipients. These were 25 and 46 Squadron at Waterbeach, 64 Squadron at Duxford; 85 Squadron at West Malling; 72 Squadron at Leconfield; 23 and 41 Squadron at Coltishall; and 29 and 151 Squadron at Leuchars. The colour scheme would have most likely been that initially laid down by AMO A.24/58 dated 15 January 1958, which stated that fighters subsequent to the Hunter and Javelin were to be unpainted. This policy had emerged during 1956 following a proposal by HQ Fighter Command that the camouflage schemes then in use should not be adopted for the Lightning or subsequent Fighter aircraft and that a bare metal finish be used instead. Fighter Command's reasoning was (a) that camouflage on the ground was seen as being of dwindling importance and silver was the best air-to-air camouflage and (b) although white provided the best protection against thermal radiation, it was the worst form of camouflage. Silver was thought to be the best compromise. Their reasons for recommending a bare metal finish as opposed to a painted silver finish were that an average weight saving of 62 lb. per aircraft could be achieved; skin defects would be more easily seen; a large saving in man hours would be achieved by the abolition of respraying and touching up and by easier cleaning; a bare skin would give a better performance; should unforeseen circumstances necessitate the colouring of the aircraft, a bare

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

skin would make the process easier and should radioactive fallout necessitate the aircraft being decontaminated, a bare skin would make the operation easier. Fighter Command’s proposal was adopted and the Lightning served in what was essentially a bare metal finish, though some parts of the airframe were painted silver, for a significant part of its career. Thus had the Arrow entered RAF service, it would most likely have followed the same progression of colour schemes as were carried by the Lightning. This just leaves the fine details of the colour scheme to discuss such as the size, location and style of the national markings, serial numbers and squadron colours. National markings – Upper wing 54 in. diameter 1-2-3 proportioned Red, White and Blue roundels, side of the fuselage 36 in. diameter roundels, under wing 48 in diameter roundels. Fin marking 24 in. square, perhaps swept backwards at the same angle of the rudder? Serial Numbers – applied under the wings in Black characters 36 in. high on two lines so as to accommodate the entire number on the inboard section of the wing with the numbers being read from outboard on each wing in the usual manner. The Black 8 in. high serial number, which is usually applied to the fuselage would probably be best presented on the nose forward of the air intakes thus leaving the flat sides of the intakes free for the application of the squadron colours flanking the roundel. As far as the serial numbers themselves are concerned, it would perhaps be fitting to use those that were originally allocated to the thin wing Javelin in the range XJ836 – XJ887. As to the squadron colours, this is a matter of personal preference. I think I would allocate my model to 46 Squadron, who were were the first Squadron to have received the Javelin in 1956 and might therefore have been the first Squadron to receive the Arrow as a Javelin replacement in 1961-2. This would have be an appropriate choice from the Air Staff's point of view because the 46 Squadron badge features three arrowheads. From a purely aesthetic point of view, the shape of the aircraft lends itself to the 46 Squadron 'Arrowhead' motif being applied in Post Office Red, perhaps with a White centre similar to that applied to the Squadron's Javelins bisecting the roundel on the air intakes. All we need now is a decent kit...



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