yphoon aircraft in profile · history of world war ii aircraft turrets and gun positions d nijboer...

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Vol 28 No 12

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Aircraft in Profile

Eurofighter Typhoon

New series: Painting Guide Part 3

• A very special Venom in 1:72 scale

• DC-4 to Argonaut: converting the Mach 2 kit

• Inside Story: IAC Eurocopter EC135 in close up

• Think Goose!Building Czech Model’s1:48 Grumman JRF

SAM Feb 2007 cover UK.qxd 10/1/07 15:47

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GUNNER ANILLUSTRATEDHISTORY OF WORLDWAR II AIRCRAFTTURRETS AND GUNPOSITIONS D Nijboer Positions of 21 wartimeaircraft showing thegunners turrets inwhich airmen fought.

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SAM February 2007 Ad Pages 2/1/07 11:44 Page 1

The In Tray 782T. E. Bell, Paul E. Eden, Yoav Efrati and Ernie Lee take a first look at the latest releases,with additional material supplied by Hannants

Aircraft in Profile: Eurofighter Typhoon 785Steve Davies reviews the Eurofighter programme as the first aircraft enter service,while David Howley provides colour artwork

Modelling Masterclass: Part 17: Dealing with vacform transparencies 800In the seventeenth installment of this important monthly series, Vic Scheuerman continues hisback-to-basics look at scale aircraft modelling

November, Queen of the Skies 804Inspired by SAM’s aerobatic teams series and the discovery that a friend had flown with oneof the teams described, Jonathan Burns set about making a very special Venom in 1:72 scale

Inside Story: Irish Air Corps EC135 808A detailed look at the Irish air arm’s new Eurocopter helicopters

NEW SERIES: The modeller’s painting guide – Part 3 812Expert painter Robin Carpenter describes the first steps towards successful airbrushing

Occasional Colours: RNAS seaplanes 814Peter Green illustrates Shorts and a Sopwith

DC-4 to Argonaut: Converting the Mach 2 kit 816Not content with simply battling the tricky 1:72 Mach 2 kit, Simon Lind also set aboutconverting it to represent a Merlin-powered BOAC Argonaut

Think Goose!: Getting to grips with Czech Model’s Grumman JRF 820David H. Minton tackled the 1:48 Czech Model kit and faced rather more work than heanticipated. Here he describes the route to making an excellent model from anotherrather difficult kit

Market Place – reviews 826Twelve pages of the latest kits, books, decals and accessories – reviewed by enthusiast modellers

Events Calendar 843SAM’s monthly diary of modelling-related events worldwide is accompanied this month bya selection of highlights from 2006’s Scale ModelWorld in the UK, MosquitoCon in the USand Israel’s IPMS National Convention, with photography by Mike McEvoy, Bud Highleyman andYoav Efrati

Tailpiece 847Mike McEvoy and a sudden serendipitous swoop of Swifts

Front cover: Main picture: Spain is trailing the other Eurofighter partner nations inits deployment of Typhoon. The first operational Spanish unit is expected to standup in 2007. (Eurofighter); Inset left: Jonathan Burns built his Venom FB.Mk 4 usingthe 1:72 scale Aeroclub kit. (Roger Brown); Inset right: Great things can beaccomplished with Czech Model’s JRF and a great deal of modelling skill (David H.Minton)

Aircraft in Profile: In the last of a four-part series, Adrian M. Balch relates the history of the USNavy’s ‘Blue Angels’ team, while David Howley provides colour artwork

Plus: RAF Sea King walkaround; 1:32 Pearl Harbor P-36; Yoav Efrati describes how he built hisaward-winning 1:72 scale F-16I Sufa; Scale Aircraft Modelling’s ‘Big List’ of new kitsscheduled for release in 2007; Modelling Masterclass Part 17 deals with preparations beforepainting; Robin Carpenter describes how to airbrush camouflage patterns; and much more

Features planned for next month include:

Scale Aircraft Modelling – February 2007

Editorial Comment

Contents

VOLUME 28 NUMBER 12

February 2007www.guidelinepublications.co.uk

Published by Guideline Publicationsand printed by Regal Litho Ltd at:

Unit 3, Enigma Building, Bilton Road,Denbigh East, Bletchley, Bucks. MK1 1HW

Tel: 01908 274433 Fax: 01908 270614ISDN: 01908 640154

Managing Editor:Paul E. Eden

Design:Steve PageE-mail: [email protected]

In-Tray, News and Reviews Co-ordinators:Ernie Lee

Editorial Consultant:Mike McEvoy

Editorial Assistant:Thomas Newdick

US Correspondent:T. E. Bell

Web Master:James Henry

SAM Shop/Back Issues:Jennifer HenryTel: 01908 274433 E-Mail: [email protected]

Worldwide Advertising:Jennifer HenryTel: 01908 274433 Fax: 01908 270614E-mail: [email protected]

Subscription Department:SAM Subscriptions, Unit 3, Enigma Building, Bilton Road, Denbigh East, Bletchley, Buckinghamshire MK1 1HW Tel: 01908 274433 Fax: 01908 270614E-Mail: [email protected]

Distributed to the news trade by Odyssey Publisher ServicesLimited, 7 St Andrews Way, Devons Road, Bromley-by-Bow,London E3 3PA Tel: 0870 240 2058 Fax: 0870 240 2059and to the US and Canadian hobby trade by Disticor MagazineDistribution Services, 695 Westney Road South, Suite 14, Ajax, ON L1S 6M9, Canada Tel: (905) 619-6565 Fax: (905) 619-2903

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12 Months Subscription - UK: £42.90; Europe: £56.37; Rest ofthe World: £77.00 Air Mail only.Payment from overseas should be made by International MoneyOrder or bankers draft drawn on the UK branch of thesubscriber’s own bank. We accept payment by Visa andMastercard credit cards or Delta debit cards, with full name,card number and expiry date. All subscription correspondenceshould be sent or faxed direct to the Subscription Departmentaddress and number given aboveNorth American subscribers may deal direct with Wise OwlWorldwide Publications, 5674 El Camino Real, Suite D,Carlsbad, CA 92008-7130, USA. Tel: (760) 603-9768 9am to 5pm Pacific time, Monday to Friday.Fax (760) 603-9769. Visa or Mastercard accepted. Air mail: $111.83. Surface mail: $87.54.

Scale Aircraft Modelling (ISSN 0956-1420) is sold through thenews distribution trade subject to the condition that nomaterial written or pictorial is copied from editorial oradvertising pages without the written consent of thepublishers. Guideline Publications accepts no liability for thecontent of advertisements or the conduct of advertisers.Opinions expressed by authors and reviewers are their own andmay not reflect those of the publishers. Unsolicted materialsent for potential publication is welcome on the understandingthat it may not be returned unless postage is provided.

Mastering new skillsIt’s no doubt a strange admission to come from the editor of amodelling magazine, but, through the generosity of our USCorrespondent I now have my first airbrush. He has moved ontobigger and better things, leaving his original ’brush redundant andso he passed it on to me. In fact, it’s not really my first airbrush. Ihad a Humbrol ‘airbrush set’ as a child, but just as I was getting thehang of it it broke – something to do with seals hardeningapparently. My local shop took it for service, staff moved on unexpectedly and the wholepackage was lost never to be seen again.

Now I’m ready to have another go. I’ve taken the airbrush and its hose and connectors outof the box. I looked at them, then hurriedly put them away again. I can’t tell you what type ormake of airbrush it is because the whole experience was just too scary. However, I will take itout again and get to grips with it. The airbrushing techniques described by Robin Carpenterin this month’s issue, as well as in the past and in forthcoming issues, are likely to help a lot,once I’ve got over that initial fear. Now I have the tools and the instruction/inspiration, all Ihave to find is the space and time to experiment. A hoped for move later this year should seeus with more space and me with a dedicated modelling/work area, so that should help thingsalong. As for the time, I’ll just have to make it. I understandthat in the US the airbrush is seen more as a standardmodelling tool, but here in the UK I suspect it’s somethingthat only the more dedicated modeller aspires too. I’ll keepyou updated on progress. Paul E. Eden

Managing Editor

781

p781 Editorial and contents Q5 10/1/07 11:32 Page 1

782 Scale Aircraft Modelling – Volume 28 Number 12

The In Tray

AML's latest 1:72 scale release, kit No.72035, is devoted to an Israeli-operatedversion of the Czechoslovak-built, post-World War II vintage Messerschmittfighter. The box art makes use of recentfindings made by IAF vintage fighter histo-rian Alex Yaffe who determined that theIAF's first air to air kills, scored by No.101 Sqn commander Modi Alon, weremade in Avia S-199 D-107. The box artdepicts the downing of one of two RoyalEgyptian Air Force C-47s flying as makeshift bombers that were attacked over TelAviv and Rishon Le Tzion on the afternoonof 3 June 1948.

The kit consists of 47 plastic parts withrecessed detail, 21 cast resin parts andtwo vacformed clear canopies. Plasticparts 3, 19, 20, 21 and 26 are not appli-cable to the Avia and neither are the fueltank parts 15 and 30, although these canbe used if one wishes to depict a VilvettaI or II Spitfire. The instruction sheet linedrawings are very well done, showingclearly the positioning of the centerlinebomb rack, optional lower nose cowlingintake and upper fuselage wire antenna.The painting and markings sheet isprinted in colour and depicts four optionsincluding D-107, D-108, D-120 andD-123, with D-107 and D-123 showingboth early- and late-type markings. Pleasenote that the fuselage colour, RAL6013,available in the Revell range of paints, isnot quoted in the instructions; theF.S.34258 quoted is too vivid to repre-sent the actual colour applied to the Avia.Do not be mislead by the instructionsheet’s suggestion of a dark green for thepropeller blades – they should be paintedthe same RAL6013 green as the fuse-lage. The decal sheet is beautifullyprinted with no registration errors andoffers markings for six different options.Alternate colour options are provided forthe fuselage numbers and stepped arrow,although my research led me to the con-clusion that the aircraft numbers were thesame blue colour as that on the Star ofDavid roundels. The stepped arrow waspainted black, as stated by former Aviapilot Ezer Weissman.

Classic Airframe continues to expand its1:48 Canberra range with a new MartinB-57B kit at £39.95.

Czech Master Resin has a number of newkits in the pipeline. In 1:144 scale expecta Fokker F.VIIb/3m trimotor and LisunovLi-2 civil and military kits.

Modellers in 1:72 scale can look for-ward to Blackburn Buccaneer S.Mk 1,Boulton Paul P.111/P.111a (due immi-nently), Fokker C.VE Finnish version,Douglas Dolphin, Blackburn Firebrand,Boulton Paul P.120, Midget Mustang(racer), York C.Mk 2, BuccaneerS.Mk 2/2C/2D in FAA service, VampireMk I, Vampire F.Mk 30/FB.Mk 31,Spitfire Mk XVIE (due imminently),Cessna 150, Piper PA-18/L-18 SuperCub, Spitfire F.Mk IX (early version),Spitfire Tr.Mk 9, Spitfire Mk IXE/Mk XVIE (foreign users), Spitfire Mk VII/HF.Mk VII, Bristol Sycamore HR.Mk 14/Mk 52, MD 900 Explorer, Laister-Kaufman TG-4 (glider) and Pratt-ReadLNE-1 (glider) kits.

New from Eduard is the latest in its much-lauded series of 1:48 scale Fw 190 kits,this time the A-5 version, the first of the‘long nose’ radials in this type (in fact,the nose was only extended 5 in(12.7 cm) longer than that of its fore-bears). The kit includes a completeengine and detailed gun bays all round,generous colour frets, as well as masksand markings for four machines. Kit No.8174 is priced at £21.60.

Also, the Fw 190A-8 kit (8173, £21.60),which sold out almost immediately, is onceagain available after a new run was quicklycranked out by the prolific Czech firm.

Also from Eduard, in its Limited Editionseries, is a second release of its treatmentof the American firm Accurate Miniatures’Yak-1B (kit No. 1126), this time with fivemore quite colourful markings choices, aswell as the trademark Eduard colour photo-

etched fret, separate painting and mark-ings booklet, and adhesive masks. Thefirst Eduard release of the kit last summersold out in a record two weeks. The newoffering is priced at £21.60.

The company has also created a newkit of the Me 262B in 1:144 scale, whichwill be released as a two-kits-for-the-price-of-one offering in mid-February and willinclude photo-etched parts and decals forseveral colour schemes.

New releases from Hasegawa are onceagain prolific. To 1:72 scale the companyhas F-4F Phantom II JG 72 ‘WestfalenSpecial 2001' (£17.99), MiG-29‘Fulcrum’ ‘German Special’ (£13.99),RF-4E Phantom II ‘Israeli Air Force/IAF'(£17.99), Grumman S2F-1 Tracker‘USN/US Navy’ (£13.99), AH-64AApache ‘Iraqi Freedom’ (£8.99),F/A-18C Hornet ‘VFA-97 Warhawks'(£13.99), F/A-18F Super Hornet‘VFA-102 Diamondbacks CAG aircraft’(£13.99) and F-14D Tomcat ‘VF-31Tomcatters’ (£19.99).

To 1:48 scale it has F-4J Phantom II‘Colourful USMC’ (£25.99), DouglasA-4M Skyhawk ‘VMA-311 Tomcats'(£17.99), Nakajima Ki-44-II Shoki (Tojo)‘85th Flight' (£16.99), LockheedCF-104 Starfighter ‘Tiger Meet'(£17.99), F/A-18E Super Hornet

p782-784 In Tray 10/1/07 09:27 Page 782

783Scale Aircraft Modelling – February 2007

‘VFA-14 Top Hatters' (£32.99), F-4FPhantom II ‘JG 74 Molders' (£25.99),P-40 Kittyhawk Mk III (£15.99), P-47DRazorback ‘Rescue Squadron' (£17.99),Nakajima B5N2 Type 97 (‘Kate’) Model3 (£16.99) and F-14D Tomcat ‘VF-2Bounty Hunters Last Cruise’ (£32.99).

ICM has added to its recent 1:48 scaleBf 109F-2 with a MesserschmittBf 109F-4 at £13.99.

New kits from MPM include a 1:72Gloster Meteor FR.Mk 9 to partner theXtrakit Mk 8, at £15.50.

To 1:48 scale the company has aHeinkel He 177A-5 Hi-Tech version at£64.25.

Revell must surely rank among theworld’s top model kit producers thanks toits regular output and excellent newrelease programme. The latest 1:72scale kits from Revell to reach SAM areboth from brand new models. The C-160Transall kit costs £19.99 and amazes inthe box. It includes full internal detail –with a large ‘capsule’ to be enclosedwithin the fuselage halves for the cargohold – detailed undercarriage units and afull flightdeck. Its 72-stages of instruc-tions include guides to the colouring andapplication of markings from its hugedecal sheet, for five aircraft. Four of theseare German: the subject of the box art,50+96 in special colours to mark the30th anniversary of its parent unit, LTG61, Penzig, Bavaria, November 1987;51+09, LTG 61, Penzig, Bavaria,November 1980; 50+42, LTG 63, basedat Hohn Schleswig-Holstein, but as itappeared at Volant Rodeo 1982, summer1987; and 51+01, LTG 62, Wunstorf,May 1981. The fifth aircraft depicted is aFrench machine, 64-GQ, 64ème ET 2/62‘Anjou’, Reime, Champagne. The Transalloffers exceptional value for money, whilethe second of Revell’s new subjects,Eurocopter Tiger UHT/HAP is also anexcellent buy at £6.99. It includes someunbelievably fine components and thank-fully its large transparency is separatelybagged. A full weapons load, with alter-native stores, is provided, along withdecals for Tiger UHT 74+04, 74+07 or74+08, Heeresflieger, Franco-GermanPilot School, Le Luc, southern France,October 2006; Tiger HAP ATA, ATB or ATE,French army, Franco-German Pilot School,Le Luc, southern France, October 2006;and HAP demonstrator F-ZWWY.

Roden also has great plans, with the fol-lowing 1:72 scale kits in development:Staaken R.IV (Schule 27/16) (open

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A First Look at the Latest Releases

p782-784 In Tray 10/1/07 09:28 Page 783


The In Tray

cockpit) and Sopwith Comic Fighter.To 1:48 scale the company plans

B.E.12a, DH-4 (USA), DH.4, DH.9,B.E.2c, B.E.2e, Bristol Fighter F.2bMk IV, DH.4 passenger, DH.4 Pumaengine, DH.4 (with RAF 3a engine),Junkers D.I (early), Junkers D.I (late),DH.9c passenger, DH.9 ambulance andOV-1C Mohawk kits.

Roden is also working on S.E.5a(Hispano Suiza), SPAD VII C.1 andAlbatros D.III (OAW) kits in 1:32 scale.

RS Models has 1:72 Tachikawa Ki-94-IIprototype/four blade propeller andTachikawa Ki-94-II high-altitude inter-ceptor/six-blade propeller kits availableat £19.50 each.

Special Hobby has 1:72 scale C-60

Lodestar (£17.70) and F2A-2 Buffalo‘Yellow Wing’ (£11.25) kits on offer.

To 1:48 scale it has Fairey AlbacoreMk I (£30.50) and Vought F2G-1/2Super Corsair (£20.99) kits.

Trumpeter has more sets in its 1:700scale aircraft series designed for itsaircraft-carrier kits. At £2.99 per set,these include F2F, F2A, SBC scout,SB2U, F3F, BFC fighter-bomber, SBUscout bomber and TG-2 torpedo bomber(above) sets.

To 1:72 scale Trumpeter has a FaireyGannet T.Mk 2 (£12.99).

In 1:48 scale it has expanded its

Vickers Wellington range with aWellington Mk III on offer at £49.99.

Finally, to 1:32 scale Trumpeter has aGrumman F4F-3 Wildcat late version kitat £29.99.

Zvezda has a 1:72 scale JunkersJu 88G-6 kit priced at £11.50.

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For details of SAM advertising please phone Jen on: 01908 274433 or e-mail: [email protected]

p782-784 In Tray 10/1/07 09:28 Page 784

785

Eurofighter Typhoon

At the 1982 Farnborough InternationalAir Show, the UK government announcedthat it would contribute financially to thethe private development by BritishAerospace (BAe) of an experimental air-craft technology demonstrator. A contractfor the demonstrator was signed in May1983, with the cost being shared betweenthe UK Ministry of Defence, BritishAerospace, Aeritalia and partner equip-ment companies in the United Kingdom,Italy and West Germany. The

Eurofighter TyphoonEurope’s superfighterSteve Davies overviews Typhoon’s inception, its development,and its entry into service with the four partner nations of theUnited Kingdom, Germany, Spain and Italy. He concludes with abreakdown of the jet’s various ‘Tranches’ and ‘Blocks’.

Scale Aircraft Modelling – February 2007

Right: A No. 3 Sqn Typhoon F.Mk 2 rests onthe ramp at RAF Leuchars. No. 3 Sqn is theRAF’s first operational Typhoon squadronand is tasked with operating this capableswing-role fighter in an offensive supportcapacity that involves a range of air-to-airand air-to-ground mission types. The RAF’snewest operator, No. 11 Sqn, operates theaircraft in a pure air defence capacity. (PaulE. Eden).

Top: The Aeronautica Militare Italianaformed its first operational Typhoonsquadron at Grosseto in January 2006.The AMI was first to use the aircraftoperationally as part of an air defencestructure protecting such events as theGenoa G8 summit, the burial ceremonyfor Pope John Paul II and the coming intoseat of Pope Benedictus XVI. (allEurofighter unless otherwise credited)

p785-791 AinP Typhoon.qxd 9/1/07 15:00 85


Aircraft in Profile

Experimental Aircraft Programme (EAP)was born.

EAP was the forerunner to what wouldeventually become known as theEurofighter Typhoon/EF2000, and its pri-mary purpose was to take the very latestaerospace technologies, previously par-tially developed in isolation, and tocombine them to help define theEuropean Fighter Aircraft (EFA). EFA wasa 4th generation jet fighter that wouldreplace front-line fast jets (Tornado, F-4,F-104 and Jaguar) equipping the air forcesof the UK, West Germany and Italy. EAP’stechnologies included carbon fibre com-posites, a co-bonded wing, and anadvanced cockpit with all the datarequired by the pilot shown on multi-function colour displays.

EAP was spawned by BAe’s private ven-ture into what it called the Agile CombatAircraft, itself driven by the 1970s’

requirements of the UK and West Germangovernments for new a fighter. Between1979 and 1984 the UK, West Germany,France, Italy and Spain tried repeatedly towork cooperatively to develop a commonfighter, but France eventually left the part-nership to pursue its own ACXprogramme (which matured as theDassault Rafael).

The sole EAP, ZF534, first flew inAugust 1986 and over the course of the

next 5-years would prove pivotal in allow-ing the key concepts, technologies andattributes of the EFA to be validated. In1985 the UK, Germany, Italy and Spainhad signed up to the EFA programme,with initial requirements of 250, 250,165, and 100 aircraft, respectively.

DPAs and IPAsMarch 1994 saw the first ever flight of EFA(Development Aircraft 1 – or, DA1 for

This No. 29 Sqn RAF Typhoon T.Mk 1 is in‘clean’ configuration with the exception ofa pair of simulated ASRAAM IR missiles.

Right: The low-weight and high-thrust ofEurofighter makes afterburner take-offsunnecessary, although a number offactors are involved in deciding whetherto use ‘augmentation’.

The Ejercito del Aire Espanol’s Ala (Wing) 11 iscurrently the only Spanish Typhoon operator.It is based at Moron Air Base and tookdelivery of its first aircraft in October 2003.

p785-791 AinP Typhoon.qxd 9/1/07 15:01 Page 786


Eurofighter Typhoonshort), by that time known simply asEF2000. EF2000 featured a cranked deltawing and foreplane (or, canard, althoughEurofighter calls these surfaces fore-planes) configuration which wasinherently aerodynamically unstable, andtherefore lent itself well to superbmanoeuvrability. Overall, it bore a strongresemblance to EAP, although the verticalstabiliser was redesigned and the squareintake cheek boxes had been sculpted toform a ‘smile’. Weighing in at 24,250 lb(11000 kg) empty, and 51,809 lb(23501 kg) at maximum take-off weight,EF2000 was very light for its size (theF-15C Eagle’s maximum take-off weight is68,000 lb/30845 kg, for example).

Despite overcoming major hurdles inthe years prior to its first flight – agree-ment on the selection of the ECR-90 radarhad proved particularly challenging, andin 1992 the German government triedwithout success to leave the programmealtogether – arguments over the EFA’sspecifications and workshare continuedwell into the decade.

Between 1994 and 1997 a further sixDAs were built and flown by the partnernations, with these aircraft each beingused to undertake critical aspects of theflight test programme. These were fol-lowed between 2002 and 2004 by fiveInstrumented Production Aircraft (IPAs),all twin-seat models, whose role in theoverall development programme is to testand prove the production capabilities ofboth avionics systems and software.

When the final production contract wassigned in 1997, the revised procurementtotals were 232 for the UK, 180 forGermany, 121 for Italy, and 87 for Spain.

Eurofighter Typhoon, the official namegiven to the jet, is characterised by BAESystems as ‘a highly agile air superiorityand air-to-surface, multi-role weapon sys-tem’. In excelling as a ‘swing-role’ fighter,the Typhoon benefits from superb per-formance as a result of its low wingloading and high thrust-to-weight ratio;stealthy design technology that reducesits frontal radar cross section, andreliance on passive sensors; a supercruisecapability that allows it to easily cruiseabove the speed of sound without havingto use afterburners; a sophisticated arrayof attack sensors and weapons with whichto reach out and kill the enemy; and astrong airframe built from carbon fibrecomposites, lightweight alloys, titaniumand glass reinforced plastics. Add to thisan intelligent fly-by-wire flight controlsystem that gives the pilot care-free han-dling across the flight envelope, and youhave all the right ingredients to makeTyphoon one of the most lethal jet fight-ers out there.

Royal Air Force TyphoonsThe Royal Air Force received its first air-craft in June 2002, following which No.17 (Reserve) Squadron converted to typein 2003. It was followed by No. 29Squadron, and then No. 3(F) Squadron.The initial batch of two-seat aircraft aredesignated as Typhoon T.Mk 1machines, while the single-seater is the

Typhoon is some 30 percent lighterthan it would have been hadconventional materials and techniquesbeen used in its construction. Some 70percent of its airframe surface area ismade up of carbon fibre composites,15 percent of lightweight alloys andtitanium, and 12 percent of glassreinforced plastics. As this No. 29 SqnF.Mk 2 suggests, this reduction inweight, coupled with two gutsy EJ200motors, lends the jet a superb thrust-to-weight ratio.



Aircraft in Profile

Typhoon F.Mk 2. It is expected that theRAF will operate a total of 137Typhoons, keeping 95 others in reserveas attrition replacements.

Under an agreement known as CaseWhite, No. 17(R) Sqn was initially basedat Warton airfield – where the Typhoon isassembled by BAE – in a bid to make itsentry into service that much smoother.No. 17(R) Sqn is the TyphoonOperational Evaluation Unit, and as suchis responsible for evaluating Typhoon’scapabilities and defining standard tacticsfor its employment. No. 29 Sqn, whichalso operated from Warton under CaseWhite, is the Operational ConversionUnit that teaches new pilots how to flythe jet and operate its weapons systems.Both Nos 17(R) and 29 Squadronsremained on site at Warton until 2005,when they moved to their permanent res-idence, RAF Coningsby.

In May 2004 No. 3(F) Sqn became thefirst front-line Typhoon squadron, alsobased at Coningsby. Come October,2006, No. 11 Squadron had formed atConingsby, becoming not only the sec-ond operational Typhoon squadron, butalso the first to be dedicated exclusively toair-to-air duties.

Typhoon will replace the RAF’sTornado F.Mk 3 air-defence, and Jaguarground-attack fighters. Using its swing-role capabilities, the RAF has definedthree key roles for the aircraft: Counter-Air (CA), also known as Air Defence; AirInterdiction (AI), which consists of low-

and medium-altitude attacks using preci-sion-guided, freefall, or retarded bombs;and Suppression of Enemy Air Defences(SEAD), whereby Typhoon engagesenemy air defence systems such as sur-face-to-air missile radars with theAir-Launched Anti-Radiation Missile(ALARM). Tertiary roles include close airsupport (CAS) of troops on the ground,

and maritime attack. According to theRAF, typical loadouts:

Air Interdiction: 2 x Storm Shadow, 2 xALARM, 4 x AMRAAM, 2 x ASRAAM, 2 x1,500-litre (330-Imp gal) fuel tank, 1 x1,000-litre (220-Imp gal) fuel tank

Close Air Support: 18 x Brimstone, 4 x

Three No. 3 Sqn F.Mk 2s and a single No. 29 Sqn F.Mk 2 enterthe break over Coningsby’s runway. The standard load forTranche 1, Block 1 F.Mk 2s is twin ASRAAM training roundsand a single centreline fuel tank. The RAF put up its first multi-aircraft Typhoon formation – a ‘diamond nine’, including theaircraft shown here – in November 2006.

The Typhoon has been optimised to offer a reduced radar cross section from frontalaspects, but it otherwise lacks the all-round stealthy design that is the hallmark of theF-22A Raptor and appears to have no infra-red signature reduction devices.



Eurofighter TyphoonAMRAAM, 2 x ASRAAM, 1 x 1,000-litrefuel tank

SEAD: 6 x ALARM, 4 x AMRAAM, 2 xASRAAM, 1 x 1,000-litre fuel tank

Maritime Attack: 4 x Penguin, 4 xAMRAAM, 2 x ASRAAM, 2 x 1,500-litrefuel tank, 1 x 1,000-litre fuel tank

The RAF announced controversially in2001 that its Typhoons would be deliv-ered with the 27mm Mauser canondeleted, but this decision was reversedwhen it became clear that the resultantchanges in mass and centre of gravitywould require costly reprogramming ofthe jet’s flight control computers. Instead,

the RAF insisted, the canon would remainbut there would be no investment inammunition for it. Then, in October2006, the RAF finally relinquished topressure from within the ranks, andannounced that its Typhoons would, afterall, make full use of the cannon.

European TyphoonsBy the summer of 2006, the four AirForces of Germany, Italy, Spain and theUnited Kingdom had flown over9,600 hours in the Typhoon, and 84 air-craft had been delivered to the fournations. In addition to Germany’s 23 air-craft, Italy had received 16, Spain wasoperating 14, and the United Kingdomhad 31 jets on strength.

The Luftwaffe received its firstEurofighter in August 2002, promptingconversion from the MiG-29 byRostock-Laage based Jagdgeschwader 73in April, 2003. In July 2006,Jadgdeschwader 74 was also equippedwith the jet, forming Germany’s firstoperational squadron, located atNeuburg Air Base. German Typhoonsare delivered by EADS at Manching andknown as EF2000s in service.

Jagdgeschwader 74 is focused on oper-ational and tactical flying, whereasJG 73’s responsibilities include bothoperational flying and the conversiontraining of Luftwaffe pilots. The Luftwaffehas already accumulated over 2,000 fly-ing hours on EF2000.

Germany intends to operate 135EF2000s in the air defence role. Thesehave already replaced the small fleet ofMiG-29s inherited with the reunificationof Germany in 1989 and will also replace

Left: An Italian air force Typhoon engagesboth afterburners for a sporty take-offfrom Grosseto AB. Even with full internalfuel and a full load of missiles, the timefrom brake release to lift-off usingafterburner is less than 8 seconds.

Below: Although rapidly gaining areputation as ‘a pilot’s aircraft’ on accountof its excellent man-machine cockpitinterface and care-free flight controls, theTyphoon is also an order of magnitudeeasier for engineers to maintain.



Aircraft in Profile

Germany’s F-4F Phantoms; 40 otherEF2000s will assume multirole opera-tions, replacing older Tornado IDS andECR attack aircraft that are slated forretirement beginning in 2012. Theremaining Luftwaffe squadrons set toreceive the jet are Jagdbombergeschwader31 at Norvenich AB, JBG 33 at Buchel AB,and JBG 71 at Wittmund AB.

The Aeronautica Militare Italiana(Italian air force) formed its first opera-tional Typhoon squadron at Grosseto Air

Base in January 2006, and is expected totake delivery of 121 Typhoons fromAlenia. 4º Stormo received its first aircraftin early 2004, and once its two squadronsare fully equipped, 26º Stormo isexpected to follow suit.

The Ejercito del Aire Espanol’s (Spanishair force’s) Ala (Wing) 11 took delivery ofits first Eurofighter at Moron Air Base in

October 2003, but has yet to declare anoperational squadron. It is believed that111 Escuadron will become operationalsometime in 2007. Spain designates theTyphoon as the C.16 and C.E.16 for thetwo-seater. It also holds the dubious dis-tinction of being the only nation to have sofar lost a Typhoon, although the21 November 2002 loss of DA6 was some-thing that neither pilot could have avoided.DA6 was the only aircraft in the fleet stillfitted with development EJ200 engines,and when a surge caused both motors to

Large leading-edge slats improve manoeuvrability at low-speeds and high angles of attack.These are scheduled automatically by the Typhoon’s flight control computers, which alsoprovide the pilot with two automatic recovery modes at the push of a button on the stick.

Sporting a weapon load representative of a Block 5, Tranche 1 Typhoon, this Luftwaffeexample totes the Iris-T IR air-to-air missile on its outboard wing pylons, AIM-120 AMRAAMmissiles on its wing and fuselage stations, and two 1,500-litre fuel tanks.



Eurofighter Typhoonflame out at 45,000 ft (13716 m), repeatedefforts by the crew to relight them failed.Both men ejected successfully.

Export EurofightersThe Austrian air force was the Typhoon’sfirst export customer. Its 18 Eurofighterswill replace the recently-retired Saab 35Draken. Austria is expected to receive itsfirst Eurofighters later this year, and itspilots are being trained at Rostock-Laagein Germany by JG 73. Austria’s F-5E TigerIIs will continue to provide its air defenceuntil the arrival of the Eurofighter. Thefirst two Austrian jets are currently beingmanufactured.

Saudi Arabia has confirmed an orderfor 48 Eurofighter Typhoons (with anoption of increasing that to 72), but thereare currently no details available on adelivery time line. However, there is somespeculation that Typhoons slated fordelivery to the RAF will be diverted toSaudi Arabia in order to expedite intro-duction to service of the type with theRoyal Saudi Air Force.

Tranche 1The Typhoon has entered service using aphased, building-block approach definedby three distinct ‘Tranches’. Certain sys-tems and capabilities are thus installedgradually, helping to spread out pro-gramme costs over time. In addition, eachTranche features several ‘Blocks’ of air-craft, and each new Block featuressignificant improvements. As such, aTranche 1, Block 1 Eurofighter will be lesscapable than a Tranche 1, Block 5 jet.However, as new Blocks roll-off the pro-duction line, older Blocks will eventually

be retrofitted to meet the same standard. Block 1 aircraft have the CAPTOR radar

but do not have the DASS (defensive aidssub-system). In addition, they have onlybasic armament abilities, with limitedAIM-9L and AIM-132A ASRAAM employ-ment capabilities to supplement theBK27 gun. These aircraft are designatedT.Mk 1 and F.Mk 2 by the RAF.

Block 2 sees the introduction of fullsoftware to employ the gun and AIM-9/AIM-132A missiles. It also adds DirectVoice Input to the cockpit; a data link sys-tem; a basic version of the DASS (withradar warning sensors and chaff/flare dis-pensers); plus some basic electroniccountermeasures capabilities. These aredesignated T.Mk 1A by the RAF.

Block 5 confers full air-to-air capabili-ties and some ‘austere’ air-to-groundcapabilities. A version of the Iris-T and theAIM-120B AMRAAM will be available toBlock 5 jets. A missile approach warningsystem will equip all Block 5 aircraft, withRAF aircraft also benefiting from a laserwarning system. GBU-10 and GBU-16Paveway II laser-guided bombs will beintegrated, as should be the RafaelLitening III and Litening II target podsselected thus far by Britain and Germany,

respectively. Full sensor fusion in theavionics suite, full Direct Voice Input, andfull air-to-surface carefree handling com-plete the Block 5 changes.

All Tranche 1 jets but those forGermany, will receive the PIRATE IRSTsensor, and every jet will be equippedwith a complete version of the DASS.

Tranches 2 and 3 Tranche 2 Block 8 jets will feature all ofthe Block 10 hardware, albeit initiallysupporting only limited capabilities.Block 10 will get the AIM-120C-5, a digi-tal Iris-T, GBU-24 Paveway III bombs, anenhanced digital map, embedded GPSnavigation, and an enhanced DASS.

Block 15 assumes that the MBDABVRAAM Meteor advanced air-to-air mis-sile will be ready for integration, and willintroduce Taurus and Storm Shadow air-to-ground cruise missiles. Similarly,compatibility with Paveway IV andGBU-31/32 Joint Direct Attack Munitionsis likely. Delivery of Block 15 jets isexpected to be complete by 2015.

Tranche 3 is as-yet-undefined, butshould include the CAPTOR-E advancedelectronically scanned array (AESA) radar.

Steve Davies

Right: Austrian dignitaries and thecountry’s first three pilots pose in front ofthe first Eurofighter being built to fulfil itsorder for 18 examples. Austrian pilots willvisit Rostock-Laage AB to undergoconversion to type under the Luftwaffe’sJG 73 conversion unit.

Below: In spring 2006 the Eurofighterconsortium began developing and testingthe aircraft’s air-to-ground capabilitieswith a view to incorporating laser guidedbomb compatibility in Block 5 jets.



Aircraft in Profile

1

Black White Yellow RoundelRed

RoundelBlue

CamouflageGrey BS626

MediumSea Grey

BS637

Eurofighter Typhoon drawings by David Howley

Eurofighter EF2000/Typhoon DA1 98+29, Manching, May 2005German development aircraft, used to investigate handlingcharacteristics and engine performance. Equivalent of MediumSea Grey over Camouflage Grey.

RAF Typhoons are painted in BS381C-626 Camouflage Grey. Other operators mostprobably paint their aircraft in equivalent colours from their own paint standards (RAL andF.S.) – these have yet to be confirmed

Eurofighter EF2000/Typhoon DA5 98+30, 1998German development aircraft, used for radar and weaponsintegration. Painted with a dark and light grey disruptive pattern;possibly equivalent to Medium Sea Grey over Camouflage Grey.

p792-797 Typhoon Drawings Q5 5/1/07 10:31 Page 792


Eurofighter Typhoon

Eurofighter Typhoon DA2 ZH588Initially painted as per 98+29, in 2000 DA2 was paintedblack to cover the 490 pressure transducer padsassociated with a flight loads survey. It gained the No.43 Sqn ‘cock’ when operating from RAF Leuchars.

Eurofighter Typhoon DA2 ZH588Upper and lower surface views ofthe aircraft in its earlier grey finish.

Eurofighter Typhoon DA4 ZH590First flown on 14 March 1997, DA4 was the first two-seataircraft. It was used as a UK development aircraft onhandling characteristics trials. Overall Camouflage Grey.

Eurofighter Typhoon DA7 M.M.X.603DA7 was an Italian development aircraft used onweapons integration and flight performance trials.Note the telemetry equipment adjacent to the intake.



Aircraft in Profile

Eurofighter EF2000 DA6 XC.E.16-01This Spanish development aircraft wasused for the integration of two-seatersystems, avionics, MIDS and HMS.

Eurofighter Typhoon T.Mk 1 ZJ800/BC, flown by FltLts J. McMeeking and A. Leverson, No. 29 Sqn,RAF Coningsby, 12 October 2006

Eurofighter Typhoon F.Mk 2 ZJ911/BZ,flown by Wg Cdr A. J. Mackay, No. 29 Sqn,RAF Coningsby, 26 September 2006

Eurofighter Typhoon F.Mk 2 ZJ913/AA,flown by Wg Cdr J. J. Hitchcock, No. 17 Sqn,RAF Coningsby, 23 June 2005



Eurofighter Typhoon

Eurofighter Typhoon T.Mk 1 ZJ811/BG, flown byFlt Lt A. P. Mellon(?) and Sqn Ldr S. J. Bellamy,No. 17 Sqn, RAF Coningsby, 16 June 2006

Eurofighter Typhoon F.Mk 2 ZJ916/AD,flown by Flt Lt Felgate, No. 17 Sqn,RAF Coningsby, 6 March 2006

Eurofighter Typhoon F.Mk 2 ZJ916/QO-U,flown by Flt Lt W. D. Cooper, No. 3 Sqn,RAF Coningsby, 12 October 2006

Eurofighter Typhoon F.Mk 2 ZJ922/QO-C,flown by the CO of No. 3 Sqn, Wg Cdr L. J.Bennett, RAF Coningsby, April 2006

Eurofighter Typhoon F.Mk 2 ZJ931/DA,flown by Sqn Ldr J. Haskins, No. 11 Sqn,RAF Coningsby, October 2006

Incorrect bars when deliveredto Squadron in October 2006

Eurofighter Typhoon M.M.55128/4 26,4 Stormo, 9 Gruppo, AMI, Grosseto,23 May 2006



Eurofighter Typhoon

Eurofighter EF2000 30+21, JG 74‘Molders’, Neuburg, 2006

Eurofighter Typhoon 7L-WA, Austrianair force, for delivery in 2007

Eurofighter C.16 Typhoon C.16-23/11-03,Grupo 11, 113 Escaudron, Spanish airforce, Moron, 2006

Eurofighter C.E.16 Typhoon C.E.16-03/11-72,Grupo 11, 113 Escaudron, Spanish air force,Moron, 2006



Aircraft in Profile

Eurofighter Typhoon Kit, Decal and Accessory List

Scale Manufacturer Subject Status

1:100 Revell Eurofighter Typhoon (easykit which appears to depict EFArather than Typhoon

Available

1:72 Italeri EF-2000 Eurofighter Twin Seater Available

1:72 Revell Eurofighter Typhoon single-seater Future release

1:72 Revell Eurofighter Typhoon twin-seater Available

1:48 Revell Eurofighter Typhoon single-seater Available

Kits

Decals

Scale Manufacturer Reference Sheet title/contents Status

1:72 Model Alliance MA-72137 UK Air Arm Update 2005-2006 – Part 1: includes TyphoonF.Mk 2 ZJ918/QO-L, No. 3(F) Sqn, RAF Coningsby 2006

Available

1:72 Model Alliance MA-729003 RAF Eurofighter Typhoon T1: incudes ZJ802, No. 17(F)Sqn and ZJ822, No. 29(R) Sqn

Available

1:48 Model Alliance MA-48137 As MA-72137 Available

1:48 Model Alliance MA-489003 As MA-729003 Available

Accessories

Scale Manufacturer Reference Description Status

1:72 Eduard CX104 Mask set for Revell two-seater kit Available

1:72 Eduard SS154 Photo-etched set for Italeri single-seater kit Available

1:48 Eduard 48353 Photo-etched set for Italeri two-seater kit Available

1:48 Eduard 48376 Photo-etched set for Italeri single-seater kit Available

1:48 Eduard 49341 Colour photo-etched set for Italeri single-seater kit Available

1:48 Eduard 49367 Colour photo-etched set for Revell single-seater kit Available

1:48 Eduard FE341 Colour photo-etched set for Italeri single-seater kit Available

1:48 Eduard FE367 Colour photo-etched set for Revell single-seater kit Available

1:48 Eduard EX150 Mask set for Italeri single-seater kit Available

1:48 Eduard EX191 Mask set for Revell single-seater kit Available

1:48 Eduard XF093 Mask set for Italeri two-seater kit Available

1:48 Eduard XF144 Mask set for Italeri single-seater kit Available

ZJ699 was the first of the InstrumentedProduction Aircraft. It is shown hereengaged in further trials work in April2006, with an inert loadout of six 1,000-lbPaveway II laser-guided bombs, twoAIM-9 AAMs and a pair of 220-Imp gal(1,000-litre) drop tanks. These operationswere carried out from BAE Systems’Warton airfield. Note the extended inflightrefuelling probe. Eurofighter flew cleanand Paveway-armed Typhoons at 2006’sSBAC Farnborough show. The heavilyloaded aircraft was still able todemonstrate remarkable agility, albeitsomewhat diminished compared to thatof the clean machine.

p798 Kit List 5/1/07 10:47 Page 1


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AMODEL 1/72 ScaleAMO7203 Polikarpov I 17 £4.50AMO7212 I 270 £4.95AMO7213 Sukhoi Su 26M £5.50AMO7216 Shavrov Sh 2 £7.95AMO7223 Yak 15 £7.95AMO7227 Yak 18 early £5.80AMO7231 UTI 4 £7.95AMO7234 Mil Mi 4M £7.95AMO7238 Mil Mi 1MG Soviet Navy £7.95AMO7240 Kamov Ka 26 £11.50AMO7243 MiG 9L (two seater) £7.95AMO7255 Yak 1 early version £7.95AMO7260 Spad A-2 £7.95AMO7265 Kaskr 1 Autogyro £8.50AMO7273 Spad A-4 with ski £7.95AMO7276 Shevchenko IS 2

Experimental Fighter £7.95

AMO7282 Yak 17 UTI £7.95AMO7289 Yak 9U £8.50AMO7290 Ka 15M Ambulance £8.50AMO7293 Yak 130D £11.65AMO7295 Aero Ae 45/45S £8.50AMO72104 Aero Ae 145 £8.95AMO72105 Yak 3vk-105A £8.50AMO72106 Ka 15Nkh £8.50AMO72123 I 16 Type 5/6 Soviet,

Chinese, Finnish £7.95AMO72124 I 16 Type 5/6 Soviet,

Spanish Rep £7.95AMO72138 Hawker Fury I/II £10.95

AZ MODEL 1/72 Scale7201 Breda 27M China £10.95

CLASSIC AIRFRAME 1/48 ScaleCL492 DH Vampire NF – RAF & Italian £29.99CL4118 Avro Anson Mk.1 late version £37.50CL4119 Avro Anson Mk.1 late version

export £37.50CL4129 EE Canberra T.17 with RAF decals £39.95

DRAGON 3201 P-51D Mustang 1/32 £29.994589 EA-6B Prowler VAQ-140 1/144 £7.994590 F/A-18E Super Hornet

VFA-143 1/144 £8.994591 F/A-18F Super Hornet

“Jolly Rogers” 1/144 £8.995028 Ki 61-1 Hien (Tony 1/72 £15.505501 Ta 152H-1 1/48 £22.50

HASEGAWA 1/72 Scale0820 F-4F Phantom II “JG72” £17.990821 MiG 29 Fulcrum £13.990823 RF-4E Phantom II “IDF” £17.990824 S2F-1 Tracker “US Navy” £13.990825 AH-64A Apache £8.990826 F/A-18C Hornet “VFA-97” £13.990827 F/A-18F Super Hornet £13.990831 F-14D Tomcat “VF-31” £19.991/48 Scale09709 F-4J Phantom II £25.9909710 A-4M Skyhawk £17.9909711 Nakajima Ki 44-II Shoki £16.9909712 CF-104 Starfighter £17.9909713 F/A-18E Super Hornet £32.9909714 F-4F Phantom II £25.9909715 Kittyhawk Mk.III £15.9909716 P-47D Thunderbolt “Razorback” £17.9909717 Nakajima B5N2 Type 97 £16.9909719 F-14D Tomcat “VF-2” £32.99

REVELL 1/72 Scale4312 Horten Go 229 £6.994387 Fw 200-C8 Condor £13.994398 A-1E Skyraider £4.994485 Eurocopter “Tiger” UHT/HAP £6.994602 C-160 Transall £19.991/48 Scale4520 B-25J Mitchell £19.99

S & M MODELS 1/144 ScaleSMK44-01 Vickers Viscount 800

“Eagle Airways” £15.99

SMER 1/72 ScaleSM818 Fairey Swordfish £5.99SM819 Avia BH-11 £4.99SM838 Morane Saulnier MS 225 £4.99SM839 Morane Saulnier MS 230 £4.99SM864 Messerschmitt Me 262A (1945) £4.99

SPECIAL HOBBY 1/72 Scale72112 C-60 Lodestar (British & Norwegian)£19.99

72133 F2A3-3 Buffalo “Yellow Wing” £13.99

TRUMPETERTM1630 Fairey Gannet T Mk.2 1/72 £12.99TM2823 Vickers Wellington Mk.III 1/48 £49.99TM2225 F4F-3 Wilcat 1/72 £29.99

NEW OR RECENT CONVERSION KITSISRACAST 1/48 ScaleIC48014 RAFAEL Delihah Guided

Bombs & Pod £10.99IC48015 F-16I Sufa £23.99

NEW OR RECENT DECALSWHIRLYBIRD24001 Sea Harrier FRS.1

(8000/801 NAS) 1/24 £6.0048001 Sea Harrier FRS.1

(8000/801 NAS) 1/48 £4.5072001 Sea Harrier FRS.1

(8000/801 NAS) 1/72 £3.50

A SELECTION FROM THE STOCK ROOMACADEMY 1/48 Scale1649 Lavochkin LA-5/7 £11.991682 Messerschmitt Bf 109G-14 £11.992127 Polikarpov I-16 £10.992146 Messerschmitt Me 109G-6 £11.992147 F4U-1D Corsair £11.992155 P-47N Thunderbolt £13.992157 Spitfire Mk.XIVc £13.992159 P-47D Thunderbolt £13.992161 Spitfire Mk.XIVe Bubbletop £13.992162 F-86F 30 Sabre £14.992164 Hawker Hunter F.6 £14.992166 MiG 21PF £14.992169 Hawker Hunter FGA.9 £14.992170 Polikarpov I-16 Type 18 £10.992178 Messerschmitt Bf 109D £11.992179 Seversky P-26A/C Peashooter £11.992180 P-36A Hawk £11.992181 P-36A Hawk £11.992182 P-40C Tomahawk £12.992183 F-86F Sabre 'MiG Killer' £14.992185 T-33A Shooting Star £12.992186 F8F-1 Bearcat £12.992202 Avia S-199 £11.992203 Hispano HA-1112 "Buchon" £11.992204 F4U-1 Corsair "Birdcage" £11.992205 Kv 107 “Japanese Air Defense” £34.992206 P-47N Thunderbolt

“Expected Goose” £13.992207 CH-46D SeaKinght £34.992211 P-47D Thunderbolt “Nose Art” £13.992215 P-38E/J/L Lightning £15.992226 CH-46E US Marines "Bullfrog" £29.9912205 Kv 107 Rescue Helicopter £34.9912207 Kv 107 Rescue Helicopter £34.9912208 P-38F “Glacier Girl” £15.9912209 CH-53 Super Sea Stallion £49.99

ACCURATE MINIATURES 1/48 Scale3402 P-51A Mustang £22.993407 Ilyushin IL-2 M3 £24.993409 Ilyushin IL-2 £24.993410 RAF Mustang 1A £24.993412 SBD-5 Dauntless £24.993413 Grumman F3F-1 £22.993414 Grumman F3F-2 £22.993423 Yakovlev Yak-1 (Skis) £24.993430 B-25B Mitchell “Doolittle Raider” £34.993431 B-25 C/D Mitchell “Dirty Dora” £34.993432 B-25G Mitchell £34.99480010 F-6B Tac Reece Mustang £22.99480017 F-6A Mustang “Snopper” £22.99480030 B-25C/D “Redwrath” £34.99480120 TBM-1C Avenger " George Bush" £24.99

480121 TBM-3D Avenger £24.99480200 Vought SB2U-1 Dive Bomber £25.99480201 Vought SB2U-UB2 Vindicator £25.99480202 Vought SB2U-3 Vindicator £25.99480310 SBD-2 Dauntless £24.99480311 SBD-3 Dauntless “Battle of Midway”£24.99480312 SBD-4 Dauntless 25 Squadron

RNZAF £24.99480405 SB2C-1C Helldiver £25.99480406 SB2C-4 Helldiver £25.99489900 WW.II Allied Armament & GSE £14.99

EDUARD FIGURES 1/48 Scale EDU8501 Luftwaffe Personnel £7.50EDU8502 USAAF Aircraft Personnell WW.II £7.50EDU8503 German Air Force

Personnel WW.I £7.50EDU8504 Japanese Army Air Force WWII £7.50EDU8505 RFC Personnel WW.I £7.50

HASEGAWA E SERIES 1/72 ScaleHAE16 N.A. B-25J Mitchell £23.99HAE17 B-25H Mitchell £23.99HAE18 F/A-18F Super Hornet £13.99HAE19 F/A-18E Super Hornet £13.99HAE20 Mitsubishi G4M2E Type 1

Attack Bomber £21.99HAE21 Heinkel He 111 H-6 £21.99HAE22 Heinkel He 111P £21.99HAE23 Avro Lancaster Mk.1/Mk.III £29.99HAE24 Avro Lancaster B Mk.III

"Dambuster" £29.99HAE25 Junkers Ju 88A-4 £19.99

HASEGAWA S SERIES 1/32 ScaleHST01 Messerschmitt Me 109E £18.99HST02 Spitfire VB £18.99HST03 Nakajima Oscar £18.99HST04 Mitsubishi A6M5C Zero Fighter £18.99HST04X Messerschmitt Me 163B Komet £16.99HST05 P-51D Mustang £18.99HST06 Focke Wulf Fw 190 £18.99HST07 Grumman F6F-3/5 Hellcat £25.00HST08 Fiesler Fi 156 £25.00HST10 F-86F40 Sabre JASDF £25.00HST11 F-104G/S World Starfighter £25.00HST16 F-5E Tiger “Shark Nose” £20.00HST17 Messerschmitt Bf 109G6 £24.99HST18 Messerschmitt Bf 109G14 £24.99HST19 Focke Wulf Fw 190D-9 £24.99HST20 Messerschmitt Bf 109K-4 £24.99HST21 Focke Wulf Fw 190A-8 £24.99HST22 Messerschmitt Bf 109G £24.99HST23 Focke-Wulf Fw 190A-5 £24.99HST24 Nakajima Ki 84 Type 4

Fighter “Frank” £24.99HST25 Junkers Ju 87G Stuka £34.99HST26 Junkers JU87D Stuka £34.99

HOBBYCAL DECALS 1/144 ScaleHC44-101 Boeing 707-321

British Midland (G-AYBJ) £8.99HC44-102 Douglas DC-6B Sterling

(OY-EAR) £8.99HC44-103 Douglas DC-4 Aer Turas

(EI-AOR) £8.99HC44-104 Douglas DC-6B Iran National

(EP-AEV) £8.99HC44-105 Douglas DC-6 Ethiopian Airlines £8.99HC44-106 DH.106 Comet 4B BEA

(Red Square) £8.99HC44-107 Boeing 707 BEA Airtours

(G-APFH/K/O) £8.99HC44-108 Boeing 707-324C Lloyd

International (G-AZJM) £8.99HC44-109 Douglas DC-4 Lloyd

International (G-ARWI) £8.99

S&MDEC DECALS 1/72 ScaleSM72-157 Jetstream - Royal Navy (Various) £8.99SM72-163 BN-2 Islander Rockhopper

(G-BIIP) £8.99SM72-164 BN-2A Islander Aerofilms

(G-AWNT) £8.99SM72-166 BN-2 Islander Humber Airways

(G-AXRM/N) £8.99SM72-167 DH.114 Heron Peters Aviation

(G-ANSZ) £8.99SM72-168 DH.114 Sea Heron Naval Air

Command £8.99SM72-169 Supermarine Walrus

Scottish A/L (G-AJNO) £8.99SM72-171 Douglas DC-3 B.E.A.

(G-ALCC/G-AMDZ) £8.99SM72-173 BAe Jetstream Highland

Airways (G-BTXG) £8.99SM72-175 BAe Jetstream Eastern Airways

(G-AYRA) £8.99SM72-179 DH.89 Western Airways/British

Airways £8.99SM72-180 BAe Jetstream American Eagle £8.99SM72-181 DH.114 Heron BEA c/s

(G-ANXA/B) £8.99SM72-185 TSR.2 Black Mike/FRADU (XS666)£8.99SM72-193 Dominie Royal Aircraft

Establishment (XW930) £8.99SM72-194 HS.125 CC1/2 Royal Air Force £8.99SM72-198 TSR.2 XR226 111 Sqn,

XS665 65 Sqn £8.99SM72-199 BN-2 Islander FIGAS £8.99SM72-200 Liberator Scottish Airlines £8.99SM72-267 Douglas DC-3 Macedonian

(G-AMPO) £8.99

TWOSIX AIRLINER DECALS 1/144 Scale144-141 RAF 40th Anniversary VC10 £8.99144-142 Air Canada (early) L1011 Tristar £9.00144-143 ABC Air Bridge Vanguard £8.99144-144 Aviaco DC-8-63 £8.99 144-145 Zambia Airways Douglas DC-8-71 £8.99144-146 BEA Speedjack Viscount 800 £8.99144-147 Air Zaire Douglas DC-8-63 £8.99144-148 Kenya Airways Douglas DC-8-71 £8.99144-149 Capitol (late light blue) Douglas

DC-8-63 £8.99144-151 Viscount 800 Aer Lingus £8.99144-152 Boeing 727-46 Dan-Air Final £8.99144-153 Viscount 800 KLM £8.99144-154 Douglas DC-3 BUA £8.99144-155 Douglas DC-3 BIA £8.99144-156 Viscount 700 Kuwait £8.99144-157 Viscount 700 Iraqi £8.99144-158 Viscount 700 Hunting Clan £8.99144-159 Boeing 737-200 Dan-Air Hybrid £8.99144-160 Boeing 737-200 Air Pacific £8.99144-161 BAC Concorde Singapore/BA £8.99144-162 Boeing 707-330B Somali Airlines £8.99144-163 Viscount 800 Virgin £8.99144-164 Douglas DC-6 Eagle Airways "Red Top" £8.99144-165 BAC 1-11 400 Court Line £8.99144-166 Comet C.4 Royal Air Force £8.99

THE AVIATION WORKSHOP DECALS 1/72 Scale72-MA100 Buccaneer - Gulf war, all aircraft £9.0072-MA101 Buccaneer S Mk.2

Royal Air Force, Royal Navy £9.0072-MA102 BAe Harrier GR.7 -

Royal Air Force £9.0072-MA103 Westland Sea King - RN/RAF -

HAR.3, HAS.5/6, AEW.2 & HC-4 £9.0072-MA104 Panavia Tornado GR.1/4 - RAF

current Squadrons £9.0072-MA105 BAe Hawk T Mk.1-

RAF 1995 - 2003 £9.0072-MA106 Tornado F.3 – RAF £9.00

ALL MAIL ORDER WITHIN THE UK SENT POST FREE. TELE-PHONE ORDERS WELCOME QUOTING MASTERCARD/VISA/AMEX/DINERS CARD No. AND EXPIRY DATE.Can’t get into the shop? Give us a call on our 24 hour answering machinefor a copy of our FREE catalogue. Orders are usually despatched within afew days if in stock. However, due to postal delays, please allow 28 daysbefore enquiring about outstanding items.


Picking up from last month where Idescribed how to deal with transparentparts, here I discuss the subject ofcanopies further. The first step in acquir-ing these more advanced techniques is togain the skills needed for working withvacformed transparencies, both those youhave made yourself and those you havepurchased. In order to make your own

canopy you will require some form ofmaster. Since most of us will be using thekit part as a master let’s start there. In thiscase the clear part has been mountedonto a blob of Milliput Fine putty. Duringset up, the Milliput is trimmed away fromthe canopy edges so that a sharp edge willbe produced to clearly define the canopypart (Photo 1). When the putty has cured,drill some holes around its base so thatthe clear sheet will be sucked right downonto the surface and edges (Photo 2).

Ensure that the canopy is polished,clean and ready to be put to use. One caneither make a small vacforming ‘box’ orpurchase one. I made my own but itended up being too large for small pieceslike canopies, so I took advantage of asmall one produced by Kingston Works.This ready-made unit comes completewith frames that clamp together and clearsheets so that it can be put to immediateuse. One also requires a vacuum machine,along with a heat source – a pair of ovengloves is also a good idea (Photo 3).

When setting up for production, ensurethat all the objects needed are within atight circle so that they can be readilyaccessed. In this case use was made of theelectric stove and our portable vacuumcleaner. One must ensure a tight fit of thevacuum hose to the machine’s outlet andin this example Duct tape was wrappedaround the hose until a tight fit wasachieved. Next, a section of clear plastic ismounted in the clamps and one of thestove heating elements is turned on tohigh heat. Ensure that the part to be vac-formed is in the centre of the perforatedsurface and then hold the clear sheet overthe element until it softens and droops.With the vacuum on, carefully butquickly place the heated sheet of plasticover the canopy and down to the perfo-rated surface; ensure the gloves are beingworn! With practice, you should be pro-ducing useable clear parts. Once theplastic has cooled, then the new canopycan be cut away using the Milliput mountas a great cutting guide (Photo 4).

Aftermarket canopiesNeedless to say, there is a plethora ofaftermarket vacformed replacementcanopies available. The first step in usingthese is to mark the cutting edge of theindividual piece, in this case with an inex-pensive fine-tipped pen from a draftingstore (Photo 5). With the edge clearlymarked, carefully use this as the cuttingguide and lightly pass the back of a newNo. 11 blade along the line until it cutsthe thin plastic (Photo 6). An alternativeis to use a pair of the small, good qualityscissors that can be found in the ladies’make-up section of many stores (Photo7). Another alternative is to use a veryfine-toothed razor saw (Photo 8). Notshown in the photographs is the use oftape that not only marks the edge to becut but can also protect the plastic fromstray cuts. Any corrections to the cut edgescan be carried out with sandpaper or, bet-ter still, a small steel file.


Techniques

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3

4

Vic Scheuerman continues his back-to-basics series using aSeafire as his example, describing the techniques he uses inmaking and working with vacformed transparencies.

1

Modelling masterclassPart 17: Dealing with vacform transparencies

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p800-802 Masterclass 17 8/1/07 08:58 Page 800


Modelling masterclass: Part 17

After masking and painting are com-pleted any additional detail can be addedbefore the sliding canopy section is addedto the model. In this case the PARTphoto-etched release handle wasmounted and a cable joining its twosmall holds was added from fine copperwire. The emergency release handle wasfabricated from wire and a ‘dollop’ offive-minute epoxy for the ball (Photo 9).The Seafire features an armoured glasspanel on the inside of its windscreen and

this was made from a section of clearinjection-moulded plastic. The attach-ment points around its perimeter weremade from stretched sprue and thepainted assembly can be seen in Photo 10before being added to the model.

Fixing the canopy in placeWhile there are several options for gluingthe canopy to the kit, I normally startwith PVA (white) glue (Photo 11). Thisallows the part to be moved into place

and any excess glue can be carefullyremoved with a water-moistened paintbrush. Once the permanently attachedcanopy sections (windscreen and rearpanel) are in place, then they can beeither attached with the PVA, or, as I nor-mally do, with a ‘swipe’ of five-minuteepoxy. The latter will not only give asecure join, but it is an excellent filler andwith practice will produce a smooth tran-sition from fuselage to framing. The trickhere is to use a small amount of spittle onyour finger tip and in one smooth andeven motion slide it along the join(Photo 12).

Painting and polishingOnce the masked parts are attached to theframe, spray a coat of the cockpit interiorcolour over the entire area (Photo 13).This is done for two reasons. First, itensures that when you look into thecockpit interior the canopy framing ispainted the appropriate interior colour

9 10

5 6

7 8

11 12


Techniquesand not the exterior camouflage colour.Second, it acts as a primer and any flawscan be corrected before the exterior coatis applied.

With painting and weathering com-plete it is time to remove the masking.This is normally done with a woodentooth pick that has its tip cut into achisel shape. The removal process is care-fully started at one corner (Photo 14)and the masking is steadily encouragedaway from the part. Depending on whatmasking material you have used (in mycase mainly bare metal foil) there can bea sticky residue left on the canopy face.One of the best and easiest ways toremove this is to spray a cotton bud withsome WD-40 graphite lubricant (Photo15) and rub it off. Once the parts arecleaned they can be carefully polished inplace, or for even better results apply a

coat of Klear/Future (Photo 16), whichwill give a sparkling finish.

Very few things wreck a model morethen poorly painted and attached clearparts. Judging by local competitions, it isone area of aircraft model building that

requires more attention from manymodel makers.

Next monthPreparing the model for painting.

Vic Scheuerman

14 15

13

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1:48 Spitfire Mk II(LR)1:48 scale asymmetric wing tank, Rotol propeller and Coffman starterbulge.............................................

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1:72 Hunter Mk 1 to Mk 51:72 scale modification and correction set forthe Airfix Hunter FGA.Mk 9: new wings and fuselage plug insert..........................

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1:72 Scale Modelling

The inspiration for this model came froma profile artwork in a Scale AircraftModelling feature on RAF aerobatic teams(SAM 27/1, March 2005), which featuredVenom FB.Mk 4 WR496/N. It turns outthat a friend of mine, Peter Williams, flewthis very aircraft while he was with No. 60Squadron, RAF. This unit operated an aer-obatic team made up of six VenomFB.Mk 4s in 1957-58, when the squadronwas based at Tengah, Singapore. Theserials of the six aircraft were WR537/A,WT564/B, WR407/C, WR533/L,WR496/N and WR421/P. The team flew atthe Manila airshow with great success.WR496/N was apparently a much-lovedaircraft, popularly referred to as‘November, Queen of the Skies’.

The aircraft wore a very attractive schemeof overall gloss white. The tanks, bothwingtip and pylon mounted, were red, withthe tip tanks sporting a white lightningflash. The rudders were also red, as were theserials on the booms. Peter very kindly sup-

plied me with a copy of a photograph ofhis aircraft taking off which, althoughblurred, clearly shows the main features(Photo 1). In this image the four tanksappear to be much darker in shade than thefin and rudder, although all sources statethat they were all painted red. The photo-graph also shows that only the starboardtip tank had a white front portion.

Aeroclub’s Venom FB.Mk 4The only available Venom FB.Mk 4 kit in1:72 is that made by Aeroclub (Photo 2).The kit is typical short-run, with caramel-coloured main components, a vacformedcanopy and white-metal undercarriage

(Photo 3). The decals are good, but in myexample they had yellowed (Photo 4).The kit decals were therefore not used,apart from the red ‘no step’ markings onthe upper wing. The modeller must fabri-cate many details, including theundercarriage doors, pitot tube, ejectorports and aileron mass balances.However, the overall build is inexpensiveand presents a nice challenge – the perfectway to while away a few evenings.

I started by carefully detaching thecomponents from the sprue gates using arazor saw, and then cleaned them up andtest fitted the fuselage halves. I noticedthat, although it looked correct, the kit

November, Queen of the SkiesA very special Venom

Featured as part of SAM’saerobatic teams series, thisstriking red and white VenomFB.Mk 4 was flown by PeterWilliams of No. 60 Squadron’sdisplay team in the late 1950s.Jonathan Burns recreated theaircraft using the Aeroclub kit.

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p804-806 Venom.qxd 5/1/07 14:44 Page 804


1:72 Scale Modellingand the plastic around the intake open-ings needs to be thinned somewhat. Ioffered the wings up to the fuselage andrealised that they would sit with toomuch dihedral, so the wing roots weretrimmed until I was happy with the angle.

Tail surfacesI made a mistake with the tail booms andtailplane: the latter consists of a maincentral section, which requires mass bal-ances to be built, and two outer winglets.The location for the central section is a lit-tle vague, and when I came to add theouter winglets I realised that I’d got it inthe wrong position and had to separatethe glued components. In future, I wouldadd the outer pieces first and use these asa guide to position the main tailplane. Asit was, all the adjustment threw the tailbooms slightly out of alignment.

I assembled all the components andsaw that some gaps remained (Photo 6),and so I applied (rather too much) filleraround the wing to fuselage join and alsoaround the tail booms (Photo 7). Aftersanding this down, I re-scribed some ofthe lost surface detail. Luckily the Venomhad quite a smooth airframe so there arerelatively few panel lines required.

Scratch-built detailThe kit leaves the modeller to fabricate agreat deal of detail. I started by makingthe tail pitot tube mounting out of scrapplastic, the cannon shell ejector chutesand the intake vanes from 10-thou plasti-card. I drilled the booms and added whipaerials from copper wire, which was ableto stand up to much handling as themodel progressed. I realised that thenosewheel door has an inner lining withprominent lightening holes, which I sim-ulated by using two layers of plasticard,with holes drilled in the inner layer. Thetailplane requires an elevator actuatorfairing on its upper surface and the massbalances underneath, while the rear fuse-

lage needs a tail bumper. I also took theopportunity to lengthen the air intakebehind the cockpit. A new jet pipe wasmade from the ‘corrugated’ section of abendable drinking straw (Photo 8).

I assembled the four fuel tanks and thennoticed that the leading edge mini-slatscould be improved. I therefore carved themaway and, after studying the Venom pre-served at the Mosquito Aviation Museum atLondon Colney, fabricated new examplesfrom slivers of plasticard (Photo 9). Afterthis, I added the tip tanks: these have a holedrilled in their outer edges to represent therecess for the mounting bolts.

Red and white finishWith most of the airframe complete, it wastime to prepare the model for spraying. Acoat of Halfords automotive primerrevealed a few blemishes, which I sandedbefore applying a couple of coats of appli-ance white paint from a can. The cockpitwas painted Revell Matt 9 Anthracite, fol-lowed by some gentle dry-brushing with

greys and a few blobs of colour to representswitches. The seat came up very well – seatcushions were olive drab with seat straps inlight tan; the yellow and black firing han-dles were made from fuse wire. The tiptanks, underwing tanks and fins receivedabout five coats of Humbrol acrylic red, thesort that is provided in ‘starter’ Airfix sets,and this gave a pleasing dark colour.

The decals had to be assembled fromvarious sources. The roundels came fromModel Art sets, the No. 60 Squadron fuse-lage bars from Modeldecal sheet 101 (oneof these became detached and lost – Ireplaced it with some black decal film anda rather clumsily painted lightning flash –Photo 10) and the underwing and tail-boom serials from various otherModeldecal sets. The white lightningflashes on the tip tanks came from thespares box – in fact, St Andrew’s crossesoriginating from the Spanish version ofRevell’s 1:48 Ju 52/3m. Since the starboardtank has a white front, I assumed that theflash would be slightly shorter on this side.

The model was given a couple of lightcoats of Xtracolor matt varnish and thenthe canopy and formation lights wereadded. I’m very pleased with this littlemodel – it provided a bit of a challengeand that made the final result more worth-while. With Classic Airframes’ new 1:48Venoms recently announced, I do hopethat a decal manufacturer makes the mark-ings for ‘November, Queen of the Skies’!

Jonathan Burns

AcknowledgementsThanks to Derek Pennington and PeterWilliams, both formerly of No. 60Squadron, RAF, for help, advice andencouragement. Also to Roger Brown, ofIPMS Harrow, for photography.

ReferencesStudy of Venoms preserved at RAF Cosfordand the Mosquito Aircraft Museum.Warpaint 44: de Havilland Venom & SeaVenom, Guideline PublicationsScale Aircraft Modelling, 17/4, June 1995and 27/1, March 2005IPMS Magazine, Issue 1, 2001

10

p804-806 Venom.qxd 5/1/07 14:46 Page 806

Scale Aircraft Modelling –November 2003

Vol 1 No 9 1:48th Bf 109E build and kitography

11 T-6G Texan build and kitography/ Mildenhall Air Fete

12 B-57 build and conversionsVol 2 No 7 Curtiss Hawks kitography/

Wessex8 Tu-22M ‘Backfire’10 Convair Pogo11 1:48th Dakota12 1:48th Bf 109

The following is the list of SAM back issues currently available:Vol 6 No 12 F-111Vol 12 No 10 Equadorian Air ForceVol 16 No 3 Russians in Germany

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Vol 17 No 2 Reverse Lend-Lease5 Mosquito bombers6 RF-4 Phantoms7 Valetta & Varsity

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Vol 22 No 1 Israeli Air Force Pt.33 EE (BAC) Lightning5 Rockwell B-1B Lancer6 B-32 Dominator7 Aircraft of the B of B8 Tonkin Gulf Yacht Club9 RAF 2000 & 194010 MiG-23/27 ‘Flogger’11 B-29s over Japan12 Finnish AF 1918-1939

Vol 23 No 1 Sturmgruppe 1944Bomber Destroyers

2 Reno 2000 Air Races3 Fairchild C-123 Provider

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The following is the completelist of Airfix Magazines backissues currently available. magazine

Vol 3 No 1 1:144th EA-6B/ Tasman Models

Vol 3 No 2 Hawk 100 and 200/ Mildenhall Air Fete

3 Westland Sea King/ Swordfish kitography

4 Tucano kit comparisons and build

7 HU-16 Albatros9 Two-Seat Sabre Conversion 12 TF-104 Starfighter

4 CH-46 Sea Knight5 Lockheed’s second

generation ‘Dragon Lady’6 First generation RAF Hawks7 NA F-86D, F-86K & F-86L9 First Generation Export Hawks10 Aero L-39 Albatros family11 RAF Harrier GR.Mk 5, 7 & T.Mk 1012 Int’l Festival of the Sea 2001

Vol 24 No 1 Merlin Engined Seafires2 2nd & 3rd Generation BAe Hawks3 RAAF Bostons in the Pacific4 Avro Vulcan5 Falklands Air War6 Sea Harrier FRS.Mk 1 & F/A.Mk 27 The RAAF’s Sub Hunters8 Westland Lynx - all variants9 Focke-Wulf Fw 190A11 RAAF B-24s & Beaufighters12 Dassault Breguet Atlantic

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& MR platform7 F/A-18E/F Super Hornet8 Boeing F-15 Eagle9 P36-P40 Pre-war US service10 F/A-18 Hornet Overseas Ops12 Bell OH-58D Kiowa Warrior

Vol 26 No 1 RAF Combat ops 1991-20032 Bereznyak-Isayev BI

3 F/A-18A/B/C/D in US service4 Yak-1, 3, 7 & 9 Soviet fighters6 Early RAF aerobatic teams8 Bristol F.2 Fighter9 RAF aerobatic teams 1960 - now11 McDonnell CF-101 Voodoo 12 Airbus A320 family

Vol 27 No 2 Irish Air Corps in the 21st century3 FAA & AAC aerobatic teams4 Dassault Mirage F15 Augusta Westland EH1016 Marinefliegergeschwader 27 Suomen Ilmavoimat FAF in 20058 Lockheed Martin F-16

Block 40/509 L. Martin F-16 Block 40/50 FMS10 Portuguese air force 1952-5711 Dassault Mirage 2000 Exports12 Fw 190D-9 & Ta 152

Vol 28 No 1 Panavia Tornado GR.Mk 4/4A2 Morane-Saulnier MS.4063 Portuguese AF 1976-20065 Boeing 737 - Next Generation6 Australian Defence Force 7 Bell H-1 Iroquois

and Model 4128 US aerobatic teams Pt.2

The ‘Thunderbirds’9 Vickers Wellington10 The ‘new’ Luftwaffe at 5011 US aerobatic teams Pt 3

USN, USMC & US Army teams

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Inside Story

Among the latest aircraft to enter servicewith the Irish Air Corps is a pair ofEurocopter EC135P2s. Replacing theSA342L Gazelle, the EC135 is primarily inuse for pilot training. Having gained theirwings on the Pilatus PC-9M, pilotsselected for rotary-wing training start inthe EC135 with basic handling and navi-gation work, before undergoinginstrument training. They then move on

to winch training. Sling loading and fast-rope training are also undertaken on theEC135. Before the arrival of the EC135,these areas of training were dividedbetween two aircraft, the Gazelle and theAlouette III. Now, for the first time, a newpilot will receive training in all these areasof rotary-wing flight in one aircraft type,thanks to the capabilities of the EC135.Secondary roles for the EC135 includeVIP transport, air ambulance flights andfast-rope training for the Ranger Wing ofthe Irish Army.

Pratt & Whitney-powerWhile the Irish Air Corps already oper-ated an EC135T2 on behalf of An GardaSiochana (the Irish Police), the modelchosen for the Air Corps was the Pratt &Whitney-powered EC135P2. This ver-sion features similar engines to thoseused in the Beech King Air 200 and thePilatus PC-9M. Both EC135s are fitted

with FADEC, a weather radar, a fully-coupled autopilot and EFIS cockpit,along with a fully-integrated flight man-agement system.

The instrument panel is black with therest of the interior in light grey. Seats arelight grey with black seatbelts. The floor isblack, as are the cyclic and collective con-trols, and yaw control pedals. Externally,the overall colour is matt Olive Green(Humbrol No. 116) with various aerialsin black or white. The main rotor blades

Inside Story:Irish Air Corps EC135

p808-813 EC135 8/1/07 13:34 Page 808


Irish Air Corps EC135are ‘gunship grey’ with yellow tips. Thefenestron blades are silver. The winch isblack, with the skid undercarriage in verydark grey. A small roundel is painted onthe sliding cabin doors, with the aircraft’sserial number and a tricolour on the tail-fin. ‘Eurocopter’ and ‘EC135’ titlingfeature on the engine housing and mainrotor pylon, respectively.

A single air ambulance kit has beendelivered, along with a winch and one setof pop-out floats. The winch can beswapped between the machines asrequired. Wire-strike protection blades arefitted above and below the windscreen,with wire guides bolted onto the front ofthe standard low skids. The left skid foot-step is kinked inwards under the cabindoor. This allows the winch operator tostand on the skid and affords him an unob-structed view of the winchman belowduring winching manoeuvres. The winch isin the stowed position in the photographshere and swings outwards when in use. Theaerial fit is standard for this type except forthe large black aerial situated on theextreme tail. This is an aerial for theSINCGARS VHF radio system which is usedfor communications with ground vehicles.

DeliveriesThe delivery of serial numbers 270 and271 took place on 3 November 2005 andearly operations saw the instructor pilotsgetting acquainted with the flying charac-teristics of the EC135 by way of a littlehour-building. The next EC135 due fordelivery to Baldonnel is an EC135T2 des-tined for the Garda Air Support Unit.Likely to be allocated the Air Corps serial

p808-813 EC135 8/1/07 13:34 Page 809


Inside Storynumber 272, it may now arrive in sum-mer 2007. Aerospatiale Gazelle SA342LNo. 241 was retired at the end ofDecember 2005 and the first four studentpilots commenced training in the EC135around March 2006, along with two of

the Alouette III pilots, who were to con-vert onto the type. The EC135 is not likelyto take over any of the roles of theAlouette fleet, the unenviable task ofreplacing the Alouette III falling to theAgustaWestland AW139, the first two ofwhich were delivered on 28 November2006. It is expected that the Alouettes willremain in operation until the finalAW139 arrives at Baldonnel.

Liam Aherne

AcknowledgementsThe author would like to thank Lt ColKevin Byrne, Comdnt Eamon Murphyand Capt. David Mackey for their assis-tance in the preparation of this article.

p808-813 EC135 8/1/07 13:35 Page 810


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Before you start using paints, I suggestyou begin your airbrush apprenticeshipby using a little colouring agent such asfood colouring in the airbrush (Photo 1).Then, even before the first ‘squirt’, thinkabout the following points.

If you have an airbrush with psi cali-bration, I recommend starting with lowpressure, 12-15 pounds per square inch.(A useful tip on pressure gleaned from myown experience is that it shouldn’t benecessary to use more than 25 psi forpainting models and only go over 20 psiif you are painting a large area and needto move quickly in order to prevent theworking edge from drying out.)

If you are like most modellers and owna single-action airbrush (Photo 2), startby fully closing the needle so that no fluidcan escape. Then open the needle a frac-tion and gently push the trigger to releasea small quantity of fluid in the directionof your paper. If no colour appears, openthe needle a fraction more and try again.By opening and closing the needle youbegin to see how the flow of fluid can becontrolled (Photo 3).

Drawing and joining the dots

Now start having some fun – draw linesacross your page. Doesn’t sound likemuch fun, but while you are learning aimfor a clean line as if you were writing witha biro. If you get a spotted or grainy effectat the edge of your line, you need toincrease the air pressure out of the air-brush by using the trigger as described inyour manual. If the fluid is wet and ‘spi-ders’ away form the nozzle, you have toomuch colouring agent and too muchpressure (Photo 4).

Once you have the pressure/fluid flowcorrect, try pulling the airbrush awayfrom the page and opening the needlefurther, to increase coverage. Practicemaking dots, then joining them togetherwith a fine line, a fat line and thentapered lines. You are aiming to get asmooth edge to your coloured area. Thepurpose of all this practice is to put you incontrol of your airbrush, to give you con-fidence and to begin your enjoyment ofyour new technique. Even the cheapestairbrush should be capable of producingfine lines when the pressure is correctlyadjusted. When you are comfortable andachieving what you set out to achieve, youcan start using paints, but first thoroughlyclean your ’brush.

CleaningInks and food colouring are easily flushed

through the airbrush with water. Firstempty any excess colouring agent back toits pot, then take out the worst of anyresidue by brushing the colour cup with abristle brush (the type used for oil paint-ing). Rinse the airbrush thoroughly witha thinner compatible with the colouringagent until no trace of colour can be seenwhen the fluid is forced into a clean tis-sue. Stopping and restarting the airflowwill agitate and remove stubborn traces.This cleaning technique is usually enoughbetween colour changes, but at the end ofthe session or between different types ofcolouring agent (eg enamels to inks) it isnecessary to be more thorough (Photo5).

With acrylics I use an ‘active foamer’and for enamels a liquid reamer. The lat-ter is xylene-based and therefore quitenoxious; make sure you have adequateventilation and take care when handlingit. Spray around the needle/crown cap onthe exterior of the ’brush as well as insidethe colour cup to remove any traces ofcolouring agent.

I remove the needle and wipe it in a tis-sue soaked in the appropriate cleaningagent and re-lubricate using an airbrushoil or a very tiny quantity of Vaseline,before reassembly.

StrippersSome modellers dismantle their air-brushes every time they use them and Iagree that every so often it is a good ideato strip down the airbrush and thor-oughly clean every part, but I would neverrecommend you strip your airbrush overthe sink, as small parts have been knownto disappear down the plughole! Whenthe airbrush is in pieces, you can soaksmall nozzles overnight in cleaner, butnever stand the whole airbrush in a pot ofsolvent because this will destroy the seals.If you have had a blockage in your nozzle,you can use a cocktail stick to help dis-lodge stubborn congealed paint (Photo6), but don’t use wire since it may distort


Techniques

Using an airbrush is like writing – everyone’s style andtechnique is slightly different. In order to develop yours,practice, practice, practice. Begin by choosing an easy fluid thatdoes not need complex mixing and is easily cleaned, such as inkor food colouring and practice on paper or plastic card.

The modeller’s painting guidePart 3: Getting started

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3

4

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p812-813 Painting 3-1 8/1/07 10:58 Page 812


The modeller’s painting guide: Part 3

the aperture and damage the airbrush.When you reassemble the airbrush makesure the needle is seated fully home byrotating it, then close the needle locknut.Be very careful not to damage the finepoint of the needle during this process.

Priming Many modellers choose a proprietary car

aerosol primer and this is perfectly ade-quate, except that you have little controlover the volume of spray. Priming canshow up defects in the build, which canthen be corrected before the applicationof the final finish. It is not strictly neces-sary to prime if using enamel paints, butyou must use one for water-based paintsbecause they do not adhere directly toplastics. There are now some very goodprimers made especially for the modelmarket, rather than the ubiquitousHalfords primer! (Photo 7)

Mixing paintsI’m often asked about mixing paints forairbrushing and it certainly can be confus-ing because there is no hard and fast rule

about how much thinner to use to get theright consistency. It is not a black art, how-ever, and can be mastered as soon as youknow what you are aiming for. Some air-brushing colouring agents, for examplethe Alclad and Vallejo Air ranges do notrequire mixing at all. For those types thatdo need thinning, the amount of thinningagent to use will depend upon the viscos-ity of the paint to be thinned. Not allpaints of the same range will be of thesame consistency when you first open thejar and of course they thicken and age atdiffering rates also. What you are aimingfor is a liquid the consistency of milk.What does this mean? Put simply, whenyou have thinned the paint with an appro-priate thinning agent, you should, whenswirling it inside a glass jar, get a film ofliquid adhering to the side of the jarwhich is not transparent but lets lightthrough the colour and which does notleave spots of solid pigment (Photo 8).Gravity fed airbrushes can operate success-fully with paint that is slightly thickerthan those with side feed or suction cups,because the force of gravity is also engagedin pushing the paint into the nozzle andthis is the reason some modellers preferthem. If you manage to over-thin yourpaint, it is better to throw it away ratherthan add more paint to rescue it, becauseyou will use far more paint than if youwere to start again. Once your paint isready, practice again on plastic card toimprove your technique and to ensure themix is good.

Application of primers and top coatsfollows the same general principle. Start inthe least accessible parts of the model,inside tight corners, so that you avoid get-ting patches of grainy over-spray in highly

visible areas and end with an evenlycoated piece of work, instead of trying topaint gaps after you’ve covered the mainpart of the model (Photos 9 and 10).

When you run an airbrush over an areapainted previously, the expelled air driesthe paint applied earlier, since it createsairflow in pockets and corners. As youwork larger areas, work in a methodicalway, increasing the coloured area byextending it at the wet edge of the paintthe whole time.

It helps if you have a plan of your workand know exactly where you are going topaint next. On flat areas, where you

change the direction of your stroke youwill end with a high build up of paint, soensure your stroke goes across and thenbeyond the model (or onto a masked areawhich is to have a different colour), inorder to avoid this.

If, having applied an area of colour,your work looks dry and grainy, you needto increase the amount of paint you areapplying. If, in contrast, it accumulatesinto drips, you need to reduce the quan-tity you are putting on.

The viscosity as well as the colour of thepaint will dictate how many coats areneeded for good coverage. For example,strong pigments like black may cover inone coat, but yellows or whites may looktransparent after one coat and need sev-eral more for good coverage.

Robin Carpenter

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7

8 9

10

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p812-813 Painting 3-1 8/1/07 11:00 Page 813


Occasional Colours

Short Type 184 846, flown by Danceand Childers, HMS Ben-my-ChreeChilders wrote ‘Riddle of the Sands’ andwas later executed by the British for hispart in the Irish fight for independence.

Sopwith Type 807, HMS Ark RoyalA number of Type 807 aircraft flew from Ark Royal,none of the bearing a number, although knownserials for these aircraft are 807, 808 and 922.

p814-815 Seaplane 8/1/07 10:35 Page 814


RNAS Seaplanes

RNAS seaplanesdrawings by Peter Green

Short Type 166 161, HMS Ark Royal

Short Type 830 822, Basra, 1915

p814-815 Seaplane 8/1/07 10:36 Page 815



The Mach 2 DC-4 is the only kit of thissubject currently available in 1:72 scale,so if it’s a DC-4 or Argonaut you want tobuild, you will have to use this kit. Youwill also have to be prepared to do a lot ofwork – even taking into account the factthat this is a short-run limited edition,

this is not the greatest of kits. I have nowbuilt two examples: a Douglas DC-4 inTrek Airways markings (Photo 1) and thissubject: a BOAC Argonaut. The kit comesin a large box with fairly good artwork onthe top. Decals are provided, primarily forthe C-54 military version. The kit parts

are supplied in a large plastic bag and onfirst appearance the content looks quiteimpressive. It is only when you make adry run or test fit the parts that the pro-duction values become apparent.

Cockpit and cabinI started by marking and cutting out thewindows and passenger door (Photo 2).The plastic is very soft and drills and cutseasily. It was then necessary to repositionthe passenger door (Photo 3). The plasticin this area is very thick, but soft. I thenput together the cockpit and detailed it(Photo 4). I also added weight, but notenough, as it turned out. Although theplastic is thick and heavy, ensure that youadd enough weight to prevent tail-sitting.Unfortunately the undercarriage is notvery sturdy, and it would be useful ifAeroclub produced white-metal replace-ment parts. Not a great deal of detail willbe visible through the windows, but I atleast added the basics. I then built up thepassenger cabin area that is visible imme-diately inside the door (Photo 5). Forreference I used plans found in the bookBOAC – An Illustrated History.

After detailing and painting the cockpitand cabin it was time to try and fit thefuselage halves together. There are no lugsor pins so you will have to make yourown location tabs. The fuselage halvesready for joining are seen in Photo 6. Thework needed to produce a decent joinstretched even my patience! Note also theamount of weight that has been added; inthe event, it still wasn’t enough.

The cockpit ‘canopy’ is almost opaque;no amount of polishing would render thewindows clear, so I ended up cuttingthem out (Photo 7). The fit of the‘canopy’ itself was very poor and itrequired a lot of filling and filing. I alsohad to reshape the nose to obtain thecharacteristic Douglas look.

I then turned my attention to theengines. I used the engine fronts from aShackleton kit as a basis (Photo 8) and

DC-4 to ArgonautConverting the Mach 2 kit

A license-built DC-4 with Merlin engines, the Canadair North Starwas operated as the Argonaut by BOAC from 1949. Simon Lindrecreated the airliner with Mach 2’s DC-4 kit as his starting point.

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DC-4 to Argonaut

built up the nacelles from plasticard(Photo 9). The exhausts and cooling gillswere all scratch built. Making the nacellesfrom plasticard required careful measur-ing and cutting. I built up the nacellesusing layers of card, since these provedeasier to shape compared to trying toobtain a curve using a single thick pieceof card. The cooling flaps were then cutout (Photo 10). A mini rotary tool provedinvaluable here, as did a moveable minivice. I am not sure that I provided the cor-rect number of exhaust stubs, but the endresult looks acceptable (Photo 11). I pro-vided some rivet detail in this area, but itwas lost during the final finishing.

Wing and nacellesThe next area requiring attention wasthe wing. I knew I would have to alterthe diameter of the nacelles and removethe intake strakes, but I didn’t expect tohave to straighten the wings as well. Ialso elected to remove all the flying sur-faces for later re-attachment at differentangles. This did not hinder the straight-ening process, butit did give memore work than Ihad expectedwhen it came tore-profiling themto fit. Removingthe intake strakesand re-profilingthe nacelles isseen in Photo 12.The intakes arenot aligned cor-rectly, so caremust be takenwhen fitting theengines to getthem all pointingin the same direc-tion. In Photo 13it can be seen justhow ‘straight’ thewing is. Cutting,

filling, clamping and patience wereeventually rewarded by a reasonablelooking model. In order to straightenthe wing, I cut near the nacelle, bent itopen and inserted a plastic wedge,before gluing and shaping as required(Photo 14). Various blemishes andindentations on the surface of the wingthen required filling and sanding.

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The major wing components were nowready to be matched (Photo 15), but therewas still a lot of work to do yet. All the con-trol surfaces were separated from the wingsand tail surfaces, and the hinges remade(Photo 16). Despite carefully aligningthem, I still had to move some of the con-trol surfaces again to fit perfectly. In theend it was worth doing as it looks muchbetter than leaving them in their originalstate. Photo 17 provides some idea of thework needed to obtain a decent finish.

Painting and finishingThe model was now ready for painting(Photo 18). Prior to painting I filled allthe windows with PVA glue. When thepainting was complete I cut this away andrefilled the windows with HumbrolClearfix. When using car spray paints Ihave found that placing the model flat on

a turntable in a spray booth is not thebest way to achieve good results. I nowfashion a stand from a wire coat hangerso that the model is held vertically on theturntable (Photo 19). The advantages arenumerous: the spray cans work better;coverage is more even; revolving theturntable is easier; and more spraying canbe achieved before the paint dries, so

there is no danger of overspray spoilingthe finish. I now use this method on alllarge-scale painting projects. Initially ablack undercoat was sprayed on to carrythe Alclad silvers. Keeping the model ver-tical and using a trigger on the can madelife much easier and produced a far betterfinish. Using different shades of Alcladalso helps to provide a good final appear-ance (Photo 20). I completed the modelby painting the flying surfaces in differentshades of aluminium and then appliedthe decals. The undercarriage was thendetailed, painted and attached (Photo21), the propellers added (Photo 22) andvarious aerials fitted.

I am quite pleased with the completedproduct. A great deal of work went into

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DC-4 to Argonaut

constructing this kit and the finished arti-cle, while far from perfect, makes a greataddition to my collection.

Simon Lind

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ReferencesBOAC – An Illustrated History, CharlesWoodley, Tempus Publishing, 2004The Illustrated History of PropellerAirliners, Bill Gunston (Ed.), BPCPublishing/Windward, 1980www.airliners.net/www.bamuseum.com/

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Czech Model’s Grumman JRF Goose ismade primarily of injection-mouldedplastic, with a single clear sprue and 31resin detail components (although a cou-ple of resin parts were missing from mykit). The plastic is of the soft, grey typeassociated with low-pressure, limited-run

injection-moulded kits. The injectiongates are generally quite large, and there isa tendency for the plastic to shatter whencutting or drilling. Many of the detail

parts are provided only in plastic, andsome of these parts, I felt, were much toolarge for the scale. Parts provided in bothplastic and resin include the engines,wheels, and some exhaust fittings. In eachcase, I felt the resin parts were better andI used them instead where possible. Aparts map is supplied with the instruc-tions, but in my case it did not alwaysmatch with the parts supplied in the kit.The kit decal sheet provides for fourschemes: three US Navy and one RAF.

Construction must be approached inthree major subassemblies: the interior,

Czech Model’s Goose presentedDavid H. Minton with a challenge atalmost every stage of the build.Combined with Xtradecal’s RCAFmarkings, the final result was,however, a very satisfying one.

Think Goose!Getting to gripswith CzechModel’sGrumman JRF

Above: Throughout the assembly of themodel, the fit quality was found to begenerally poor. After the wing leading andtrailing edges had been firmly gluedtogether, the engine mounts wereclamped and glued. Significant time andglue were required during this process toensure very strong, smooth joints.

Above: Two of the horizontal tailcomponents reveal some of the fitproblems encountered throughout the kit.The ejection pins have to be removed, themating surfaces evened and the edgesdressed before the parts can be glued.

The basic aircraft was painted Spray-n-Plate Silveroverall, with Humbrol Satin Black used for theundersides of the hull, and with Floquil Grimy

Black for the anti-dazzle panel. Testors Italian Redwas used for the engine cowlings, although it

could not be confirmed that these were red on theoriginal RCAF Goose. (all David H. Minton)

Above: Having glued the two rudderhalves together, the process of cleaningout the hinge locations and adding thepivot arm can begin.

Left: Czech Model’spropellers can beused as a basis, butthe flash will haveto be removed, theedges thinned andthe blades filledwhere the injection-moulded plastic isincomplete. Thereis also a problemwith the propellerhubs, which areinaccurate. Themodeller will eitherhave to scratchbuild new propellerhubs, or cover themwith the spinners.

Above: In addition to the problems withthe injection-moulded plastic, there werealso missing and malformed resin partson David’s model. The interior cabin doorwas incompletely moulded and requiredcleaning up and rebuilding.

Above: The upper and lower wing halveshad very think edges, which requiredsanding on a flat surface to ensure a truemating surface for glueing. Considerabletime was spent thinning the trailing edgeswith a knife before sanding smooth.

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the flying surfaces, and the engines andnacelles. The rest of the parts can beattached later. I started with the enginesand nacelles. The nacelle halves are pro-vided as tops and bottoms. They are quitethick and have significant fit problemsalong the seam line, both inside and out.First, I recommend sanding them alongthe mating seam with 400-grit wet anddry. This smoothes down the seam so thatthe parts will align flat and glue wellagainst each other. Don’t sand too much,however, or you will lose the roundnacelle shape. Once the join is smooth,cement the halves together and immedi-ately you face the problem of dressing thejoint. I focused on getting a good fit at thefront and then dressed the rest of the joint

as necessary. This entailed a programmeof careful sanding and filling.

There are four choices when it comes tothe engines. First, you can use the poorkit-provided, injection-moulded engines.Second, you can use the kit-providedresin engines; these are fairly inaccurate,but at least look like engines. Third, youcan obtain aftermarket nine-cylinderR-985 Wasp Junior engines (for example,from Engines and Things or Aeroclub).Fourth, you can scratch build the engines.Since my available third-party enginesdidn’t fit very well into the existingnacelles, I elected to use the resin parts.These fit well and looked the part aftersome wiring and painting.

Interior paintingPlanning on building a military version ofthe Goose, I painted the interior of theengine nacelles zinc chromate. I paintedthe engines Spray-n-Plate aluminium, anairbrush metallic paint, and then washedthem with Humbrol flat Black. I paintedthe gear reduction housing engine grey.The copper ignition wiring that I addedremained in copper colour. Satisfied that Icould fit the nacelle subassemblies to the

wing, I moved on to the interior. In doingthis, I may have made a mistake in the con-struction sequence, since I hadn’t yet dealtwith the propellers, thinking that theycould be treated after the basic model hadbeen constructed. In retrospect, it mayhave been easier to deal with them at thispoint. The kit provides two-bladed pro-pellers, but, as with the engines, they arevirtually unusable. Unfortunately, there are

Above: Whenever parts assembly requiredthe application of a right angle, Davidused a steel square as a jig to ensure thatthe angle was correct as the glue dried.

Above: The cockpit was painted TestorsInterior Green, with highlighting andshading as usual. Details where pickedout using Humbrol Black and TestorsSilver. The seat belts for the pilot and co-pilot were added from a third-party sourceas none were provided in the kit.

Above: The cabin interior was painted inmuch the same manner as the cockpit,with Interior Green used as the basiccolour and Testors Leather used for theseat cushions and arm rests. The seatbelts were moulded into the kit’s resinseats and were painted with HumbrolLinen and detailed with Testors Silver.

Above: The control yokes attach to resinarms that project out from the respectivesides of the instrument panel. This is anaccurate representation of the primaryflight controls on the actual aircraft. Thearea was painted in various shades ofHumbrol black. However, it is virtuallyinvisible when the model is completed.

Above: Once the wing is attached to thefuselage, the problems of attaching thewindscreen become readily apparent.There is no easy solution here, just a lot offitting, filling and sanding.

Above: Ordinarily, David compensates fora poor fit by attaching the componentsfrom top to bottom or from front to back.In this case, the fit was so bad that heelected to fit the wing from back to front.A great deal of cutting, sawing, filling andsanding were needed to get a good fit.Once the wing had been fitted correctly,the panel lines had to be rescribed.

Above: Finally, the two front windscreencomponents are in place. Since most ofthis component does not remain clear onthe final model, a lot of time can be spentfilling and sanding, as long as care is takento protect the clear (window) areas.

Above: Once the basic airframe has beenassembled, it is time to tackle the problemof the landing gear. A small square fittingwas made for the top of the gear, toreplace the hole in the gear well which didnot seem to align with any of the kit parts.Wheel shapes were made from 40-thouplastic, which were used to set the gearheights and check the alignment for thefront and rear components.

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no resin detail parts. The kit provides thepropeller, the spinner, and a shaft onwhich to mount the propeller. I could notdetermine a way to use the mountingshaft. In any event, the shaft was notentirely round and nor was it the right size.To get around this, I used copper tube andbrass rod. I drilled out the propeller toaccept the tube and then inserted a smallsection of brass rod inside the tube to fill itand provide for the cap on the end of thepropeller shaft. Then I made the counter-balances from scrap plastic, using a smallrectangle as the link arm, and punched outdiscs for the weights. In the end I think itlooks fine, but I did have a problem in thatthe second propeller broke after I success-fully drilled out the first one. All of thiswork was a bit of a nuisance as I was nowworking on the completed subassembly,and I think it would have been much eas-ier if I had done the propeller work beforeI attached the engine parts to the wings.

Having successfully got this muchdone, I moved on to the interior.Although quite straightforward, there arestill several factors to consider, especiallyregarding the fit of the parts. The entireinterior is made up of a combination ofresin and plastic. I used superglue for theresin-to-plastic joints and liquid plasticcement for the plastic-to-plastic joints. Ifirst mounted the wheel-well assembliesto the interior of the wheel openings. The

fit here is important for two reasons. First,you will soon have to fit the rest of thecockpit around it. Second, the main gearwill eventually fit into the top of the inte-rior of the wells and will need to bealigned. I found that I was able to get astrong bond by cleaning up the jointscarefully and using a lot of liquid cement– remember that eventually this will beone of the main joints holding up theentire weight of the model.

Next the instructions suggest assem-bling the tailwheel parts and cementingthem to the interior. I did not completethe steps in this sequence because thereare no good locating references for thetailwheel height at this stage. Instead Icompletely drilled out the hole for thetailwheel location, which I then plannedto add later. I used Tamiya tape to locatethe tailwheel assembly where I thought itshould go, then test fitted it with the twofuselage halves held together. By using thismethod, I was able to move it until Ifound a location that closed all of the gapsand at the same time provided a reason-ably accurate tailwheel location. Then Icontinued with the fore and aft interiorbulkheads and, after cleaning up, thesewere glued inside the model. Althoughthe forward part fits well, the aft partcaused the fuselage to bulge, and a lot offiling and sanding was necessary in orderto provide a good fit.

Cockpit detailsDuring the interior assembly process Iused a small stainless steel square as a jigwhen I needed a 90° angle. You could dothe same thing with a piece of scrap plas-tic, but be sure to attend to getting a goodright angle. Next was the instrumentpanel, which attaches directly to the frontof the fuselage. I painted this HumbrolFlat Black. The yokes fit on resin arms thatfit directly into holes in the panel, whichis accurate for the aircraft, but you will

have to clean things up. I painted theyoke assemblies Humbrol satin Black. Imade the individual instruments usingReheat instrument decals placed on whitediscs that I punched out with a Waldronpunch and die tool. There is a wide vari-ety of instrument decal choices thatwould work equally well. The decals weresettled down using Micro setting solu-tion. When dry, I added a drop of Futureto each instrument face to simulate theglass. On the completed model, theinstrument panel is not really visible.

On this aircraft, the ‘heads up’ flyinginstruments are in front of the pilot onthe left side of the panel. There is a gyro-compass and an artificial horizon in thecentre. On the co-pilot’s side there aresome switches, levers and indicators, butno instruments. The engine instrumentsand controls, including the throttles, fireextinguishers, mixture controls and tem-perature gauges are located overhead,between the pilot and co-pilot, as is oftenthe case on Grumman seaplanes. Theseare not provided in the kit and since theywouldn’t be visible in the model unlessyou turned it upside down and put aspotlight on it, I did not model them.

The rest of the interior is made up ofmostly resin parts with plastic parts at thefront and rear. On the whole, the parts

Above: Using just the main gear parts, thesize and alignment was establishedagainst the outside of the aircraft.

A large spray deflector provided in the kitis intended to go on the hull chine.Although some commercial aircraft wereapparently fitted with this large deflector– especially those flown in the LongBeach, California, area – most aircraftencountered in the author’s references didnot have such a device. It was thereforereplaced with stretched sprue.

Above: The hull drainage component tobe glued under the hull step wasinaccurate. A new item was thereforefabricated using scrap 20-thou plastic.

Propeller counterbalances were scratchbuilt using a Waldron punch set and scrapplastic. Even if spinners are used, this partof the propeller assembly can still be seenon most examples of the Goose.

Above: The main gear strut was cut toremove excess length. By slowly andcarefully fitting the parts inside the gearwell, the length was adjusted through thesquare fitting made at the top. This wasachieved by cutting off small lengths ofexcess until everything was even.

Above: The main gear is glued together,adding both the upper and lower struts.After cleaning up and resizing all thefittings, liquid glue was used to attach allthe components. After the glue had dried,another coat was applied and it was left todry again over a period of a couple ofdays. The result was an adequately strongjoint, although the plastic itself is not veryresilient and the wheel attachment armwas replaced with metal rod.

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went together fairly easily. I first fitted thesidewall parts to the cockpit, and thenglued the resin parts to the floor. Onecabin bulkhead in my kit wasn’t fullymoulded, so I filled and sanded it.

The cabin seats are resin and come withthe seat belts already moulded on them.The pilot and co-pilot have separate seatsthat mount on small frames and there areno seat belts provided. One of the miss-ing resin parts was the mounting for oneof these seats, so I made a replacementfrom scrap to match the other. I sourcedthe seat belts from my spares box, using adry transfer Mylar type of belt, but thereare again a variety of solutions available.Following my military theme, I paintedthe interior Model Master Interior Green,with the seats in the cabin in leather andthe various details in silver and black. Thecockpit seats were sometimes padded andsometimes not. It looked to me as if theseexamples were padded, so I painted themleather, rather than interior green.

Once all of the interior had been com-pleted, I sealed up the entire fuselageassembly. According to the instructions,before doing this you should add theinterior windows. I didn’t think the clearparts were quite clear enough, so I usedMicro Kristal Klear to make replacements.This meant that I first put the glazing inthe model after I had glued it all together,but before I started filling and sanding.Later, after painting, I took the windowsout with tweezers and replaced them withnew Kristal Klear examples. I generallyfind this a more satisfactory way to repli-cate the windows when the kit-suppliedclear parts aren’t very satisfactory.

Scratch-built additionsAt this point in the instructions (step 5)it is recommended that you attach thebow chock and the bow spray shield. Idid not use the bow chock because it wasmuch too large, so I fabricated a replace-ment from stretched sprue. I did notattach it until the end, although now is agood time to drill some holes for it. It isinstalled in the centre of the fuselage,just forward of the bow hatch, underwhich are the mooring lines and anchorif you decide to open it up. The sprayshield in the kit doesn’t resemble any-thing like the very fine line at the chineof the actual aircraft, so I again replacedthis part with stretched sprue. I haveseen photographs of some experimentaland commercial aircraft with fairly large

spray shields, but the only productionaircraft that had anything resembling itwere the various Catalina Island aircraft.The more common configuration runsfrom nearly the tip of the bow to thewheel well, and I glued it in place andthen feathered it lightly to the fuselageusing 1200-grit wet and dry.

With the fuselage basically complete,except for filling and sanding in variousplaces, it was time to begin assemblingthe wings, tail components, and floats.Basically, these are made up of top andbottom halves, except for the rudder andfloats, which are provided as left and right

components. I spent some time sandingthe mating surfaces and thinning thetrailing edges of the flying surfaces.However, since the horizontal tail sur-faces are basically just slabs of plastic, itprobably didn’t help much. But with theother parts, it did succeed in thinning thetrailing edges a little. The fit of the wingparts to one another is very poor, so I firstlined up the wing leading edges andglued them firmly together with littleregard for the engine mounts, in a similarmanner as I had with the nacelles. Next Idid the same with the trailing edges. Oncethe entire interior had been completed, Isealed up the whole fuselage assembly.According to the instructions, before

Above: The bow cleat as provided in thekit was much too thick, so a new scratch-built example was produced from lengthsof stretched sprue.

Above: The kit decal sheet (right) providesfor both US Navy and RAF CoastalCommand aircraft. However, David choseto use a Rareplanes sheet, seen here onthe left, which also provided for RAFCoastal Command, as well as US CoastGuard, Japanese and Canadian aircraft.

Left: Without a doubt one of the finestreferences for the Grumman Goose isSteve Ginter’s book. Although it has avery nice collection of detail photographs,the selection of general aircraft studies isnot especially large, and only a handful ofCanadian and RAF aircraft are included.

Not all aircraft were fitted with the ‘football’antenna on the spine. Some had no ADFantenna and others had the earlier loop

version. When the loop antenna wasused, it was often off-set to the

right-hand side, just abovethe cockpit screen, and

not on the centreline.

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1:48 Scale Modellingdoing this you should add the interiorwindows. When everything was dry, Ifilled in the several gaps with scrapstyrene sheet. Then I cleaned everythingup, filled, sanded, and re-scribed wherenecessary. Following the kit assemblyplans, I then attached the wings and tailassembly to the model. Except for somecutting and filing to get the back of thewing assembly to mate smoothly to theupper fuselage deck, these parts allattached fairly well. As usual, make surethat everything is aligned. I also fabri-cated a mounting post for the rudderfrom scrap plastic rod and assembled it inthe slots, which I sawed out. In truth,however, this is barely visible on the com-pleted model and you might achievesimilar results by painting the rudderslots black. After setting everything asideto dry, this is probably where I made mysecond mistake. Upon returning I notedthat I still had the floats and horizontaltail braces to add, but the next step was toadd the windscreen and engine nacelles.The engine nacelles were no problem, asI’d completed them first, but the wind-screen would be difficult. Beforeattaching the wing, there hadn’t reallybeen anywhere to put it, but now therewas and it didn’t look good.

Cockpit glazingOn my kit the windscreen was providedas two halves split down the centre. Initself, this isn’t a particular problembecause a large brace exists where theseam is – so as long as you are fairly neatthere shouldn’t be a problem. I lightlytacked the windscreen together and fittedit in place. The fit of this part was by farthe worst so far. The general approach Ialways use is to fit it from front to back ortop to bottom. Since the clear parts aren’tall that clear, the first thing I did was pol-ish and then treat the front and sidewindow areas with Future. Making sureno Future was on any of the joints, I thenapplied glue down the entire centre seamof the windscreen. Before it was dry, Ilocated it in the correct position on thefuselage. When I had achieved the best fitI could, I glued the front of the wind-screen to the fuselage. While stillmovable, I next spread the parts a bit toalign the outside of the rear of the wind-screen part to the outside of the fuselage.Then I glued it to the rear of the fuselage.

It was a mess. I let it dry and put moreglue on the existing joints. When all ofthe joints were strong, I slowly but surelyfilled in all the gaps with styrene scrap.Although it was a slow and tediousprocess, it was made more difficult by thefact that the engine mounts were in theway. When it was almost finished, I put-tied, sanded and finished it and the finalresult was acceptable. In retrospect, analternative might be to fit things togetherand then build up the forward part of thefuselage where it fits to the windscreen,and only then glue the wings in place.

I next attached the horizontal tail braces,the floats, engine nacelles and the elevatorhorns. Except for the engine nacelles,which I had previously fabricated, nothingfitted as provided. The tail braces were tooshort, so I made new items from Evergreenstrip. The mounts for the floats were notvery strong, so I cut them off, drilled outholes and used small sections of brass rod.There were no mounting locations on thewing, so these had to be drilled out as well.Finally, the elevator counterbalances weremuch too large and had to be scraped andsanded down to something more resem-bling the scale. Thinking I was nearly donewith the assembly and about to beginpainting, I attached the counterbalances atthis point. It was my third mistake. Youshould mount them later. The enginenacelles glued in place with no problems. Irecommend completing this step beforeglueing the resin cooler intakes in place.This is because the cooler intakes are toolarge and will have to be cut down, andthey also stand proud of the enginenacelles. They are located just in front ofand almost centred in respect to the accesspanel on the engine mounts. Because Ibuilt a post-war search and rescue version,I did not mount the bombs, but the resinparts look good. Following the instruc-tions, at this point I would have added the

rigging for the floats, the ADF ‘football’antenna, the propellers and the exhaust.However, I chose to move on and com-pleted the next steps instead, painting themodel before adding the finished smallerparts. Depending on the version youmodel, the rigging may actually passthrough the national insignia, so thisshould be added after the decals. Some air-craft have an ADF loop instead of the‘football’, or neither, so pay attention toyour references.

UndercarriageThe landing gear doesn’t fit, to put it sim-ply. The mounting hole at the top of thewheel-well assembly is in the wrong loca-tion and is far too big. The first step is tojust clean everything up and get rid of allthe moulding marks and seam lines.Next, thin the bracing struts somewhat,since they are much too heavy. I couldn’tfind a way to use any of the mountingholes provided, so I drilled my own.There is also an observation window sothat the occupants can look out andobserve the condition of the gear; I drilledthis out at the same time. When correctlymounted, the main gear is angled slightlyaway from the vertical reference linethrough the centre of the fuselage.However, the locating hole for the mainstrut in the wheel well will not permitthis, so I didn’t use it. What I did was tomake a fitting out of a scrap of 10-thousheet plastic. I drilled a hole in it that wasslightly smaller than the size of the maingear strut at the top and then cut out asmall square around the whole, some-what as you might make a scratch-builtinstrument bezel. Then I fitted the mainstrut through it and also positioned thelower three-armed brace at the bottom ofthe main strut. Fitting everything togetheron the outside of the gear well first, I cutoff the excess end of the main strut. ThenI slowly pushed a bit of the main strutthrough the square fitting and cut it offwhile I fitted the assembly into the mainwheel well. By using this approach, I wasable to slowly bring it into alignment. Itest fitted each time I did this, cutting offperhaps a tenth of an inch each time until

On all of the reference photographsused there was virtually no exhauststaining from the rather ‘lightweight’engines. Only powders were used toadd weathering to the exhaust area.

Although the painting guide provided withthe decals indicated that the float bottomswere not painted with anti-fouling, mostreferences indicate that when the hull waspainted with anti-fouling the floats weretreated accordingly. The rigging wascompleted using steel wire.

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the pieces fitted together correctly in thewheel well. It is a bit fiddly, but it onlytook about 15 minutes. Then I repeatedthe process for the other side of the air-craft, making sure they both lined up, andfinally glued it all together with liquidglue. Next I tended to the tailwheel. As Iplanned to use the flattened resin wheelsfrom the kit, I made flattened discs fromscrap sheet styrene for the main gear.After creating a brace for the tailwheelsimilar to the ones I used for the maingear, I fitted it in the hole until the aircraftstood correctly on its gear, and then gluedit in place. Although I didn’t attach themain gear until after I’d painted themodel, I replaced the mounts due to thebrittleness of the plastic. I cut off the plas-tic items and drilled out both the wheelsand the strut and replaced them withmetal rod. Step 10 is the final stage and itdid not disappoint – nothing workedaccording to the drawing for this phaseeither! One of the resin parts was missingfrom my kit, so I scratch built one fromsheet plastic. However, the main problemwas the injection-moulded part for thedrainage holes, which did not match anyphotographs that I’ve seen. As providedwith the kit, there are eight relatively largeholes on each section or half. From thephotographs I’ve seen, there should be 10smaller holes on each half. To remedythis, I scratch built replacements using20-thou sheet plastic. Now the basicmodel was complete and I was finallyready to start painting.

Decals and paintingBy now I had long since determined that Iwas going to build the RCAF option forwhich I had bought the decal sheet formRareplanes. This provides for five differentmarkings. As well as the Canadianmachine I built, there are also options fora light grey Japan Maritime Self DefenceForce aircraft, a Gloss Sea Blue US Navyscheme, Royal Navy Dark Slate Grey and

Extra Dark Sea Grey examples, and a USCoast Guard machine in silver with red,white, and blue rudder stripes. TheCanadian Goose is overall doped silverwith black anti-fouling on the undersides.I was unable to find a photograph of thisparticular aircraft, or indeed, of this partic-ular scheme. However, I have no troubletrusting the Rareplanes decals, so I fol-lowed the painting guide that wasprovided. The first thing I did was paintthe bottom of the hull black. Although thedrawing provided with the decal indicatesthat the floats are silver on the bottom,study of photographs of the Goose andother seaplanes led me to conclude it islikely that the bottoms of the floats werepainted with the same anti-fouling com-pound as the hull. After the undersideswere painted, I masked them off and pro-ceeded to paint the rest of the model. Theaircraft seems to have been primarilypainted silver and I represented this usingSpray-n-Plate. There are a variety of othermetallic airbrush paints available and I’msure any one of them would work. After allof the basic airframe was painted, I maskedand sprayed the anti-glare panel. This I didin Floquil Grimy Black, which seems to meto be just the right level of flat. I usedHumbrol Satin Black with some flat blackadded for the bottoms of the anti-fouling

components. Once the basic painting wasdone, I masked the engine nacelles andadded the red. To make this area stand out,I used Testors Italian Red. The end result isquite pleasing.

The primary reference I used for build-ing this model was Steve Ginter’s book,The Grumman Goose. As is common withGinter’s other books, there is a colourcover with a couple of photographs and afairly nice collection of black and whiteimagery within the book. Many of thephotographs are detail shots showing var-ious antenna and ADF arrangements andthere are several depicting the cabin inte-rior, including the toilet and cameralocations for the reconnaissance version.There are several commercial and US gov-ernment schemes illustrated, but very fewRAF or Canadian machines. These days, ifyou are connected to the internet, you arelikely to find very useful information hereas well, and for the Goose this is noexception. The site www.grumman-goose.com has an excellent collection ofphotographs and listings of many of theindividual aircraft. Altogether, the CzechModel Goose was a satisfying build,resulting in a very pleasing model.

David H. Minton

A good view of the completed mainlanding gear showing the three-armedassembly at the lower joint and the two-armed assembly at the upper joint.

Overall, the Grumman JRF Goose offers apleasing example of the transition ofaircraft to more modern structures,although it still retains ‘archaic’ externalbracing for the floats. Some later aircraftwere modified with folding floats.

On most photographs of the JRF thepropellers are stopped in various unevenor asymmetrical positions when theengines are not running. This seems to betypical of the rather small, relatively high-compression Wasp Junior engines.

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Kit: Weekend Edition: HanriotHD.1Scale: 1:48Kit type: Injection mouldedDecal options: (one) 85Squadriglia, Albania, late1918UK price: £6.80/US$10.95Website: www.eduard.cz

I was recently given theassignment of determiningwhether this kit, using normaltechniques and without rush-ing, could really be built in aweekend. The editor deliber-ately chose a biplane from thisnew no-frills series fromEduard, so that the struts andrigging would add extra levelsof difficulty.

The answer, as it turns out,is yes, it can be done by amodeller of moderate skills.The kit is very straightforward(no photo-etched or resinparts) and in fact, the basicassembly of the airframe and

wings only took about fourhours, with a little care. Therigging took another two-and-one-half hours, but onlybecause it had been about10 years since I'd done anyserious biplane rigging.

Painting took the most time,and this was due to some ofthe techniques I employed(this also included maskingand painting the trademarkItalian tricolour flag motif ofthe period, which appearedacross the undersides of bothwings on many of the country’ssingle-engined aircraft). All inall I spent about 20 hours onthis kit -- two thirds of it watch-ing the paint dry – and I amhappy with the result. I ameven pleased with my admit-tedly ham-fisted attempt atrigging, with jeweller’s wire andinvisible thread.

The kit is not without a fewpitfalls. The way to avoid thefirst problem is to make cer-tain that you deepen the holesfor the cabane and outer wing

struts. You will also need tolengthen the rear hole in thetop wing, nearest the trailingedge, for the centre cabaneattachment point. The locatinghole is just a tiny bit forward ofwhere it needs to be. I alsofound the green and red inksused on the decals to be off afew shades when compared tothe characteristically well-researched MisterKit WorldWar I paints I used. I alsoused these acrylic colours topaint the Italian roundels onthe wings and tail, instead ofusing the decals with theirquestionable colours. (In theWeekend Series, Eduardprints the overall painting dia-gram and colour calloutsdirectly on the box top.)

I further painted the fuse-lage stripes with MisterKit aswell as the rest of the model,including the clear doped linenwhich covers most of the air-frame. The exceptions werethe exposed wood struts andmetallic areas, where otherpaints were employed.

Another small quandary ispresented by the tail stripes.The box art shows, from frontto back, green, white, andred, while the decals areprinted red, white and green.Since I found the decalcolours suspect, I maskedand painted them accordingto the box art. I have beentold that it was not uncom-mon for the tail stripes to bereversed because of the waythe airframes were painted –the Hanriot, of course, was aFrench import – prior to deliv-ery, but I had no way ofverifying that this was thecase for the aircraft por-trayed here.

I can highly recommend thiskit to beginner and expertalike. It really is a fun, fastbuild that results in an attrac-tive replica of one of the lesscommonly modelled fighters ofWorld War I.

Bud Highleyman

Thanks to Eduard for thereview sample


Market PlaceReviews of the latest kits received by Scale Aircraft Modelling

Kit: Republic F-84FThunderstreakScale: 1:48Kit type: Injection mouldedDecal options: (four)JaboG 33, Buchel, Germany1962 and JaboG 31,Norvenich, Germany, 1959,Luftwaffe; No. 12 Wing,Belgian air force, KleineBrogel, Belgium, 1960; ‘DashFour’ aerobatic team, KLu,Nellis AFB, Nevada, USA,17 April 1959UK price: £12.99Website: www.revell.de

It is always good to welcomeback old friends, and this kit is

certainly no exception. Firstreleased in 1984 byMonogram, with markings fortwo USAF machines, RevellGermany has now re-issued itwith four European air forcemarkings.

Checking the moulds indi-cated no problems or signs oftool wear, and the transparen-cies, always a high point inMonogram kits, are wrappedseparately to protect themfrom scratching. Surfacedetailing is by fine, raisedpanel lines, characteristic ofMonogram kits at that time.The instruction sheet is greatlyexpanded, now running toeleven pages, and the decalsheet, of which more anon,features well over 250 items.

Construction starts with the

cockpit area, comprising aone-piece bath, to which isadded the control column,emergency hydraulic pumpassembly, a multi-part ejec-tion seat and instrumentpanel. All these parts are welldetailed, and will repay care-ful painting. The decal sheetfeatures instrument paneldetail, but as the mouldingshave a wealth of fine engravedand raised detail, this is prob-ably best discarded and paintused instead. I suspect that itwould be a nightmare trying toget the decals to accuratelyalign and settle onto the plas-tic parts.

Some additional cockpitdetail is also moulded into thefuselage sides. After complet-ing the intake splitter and

tailpipe assemblies these areadded to the fuselage halvesbefore joining. Revell has alsowisely advised the placing ofat least 35 g (1.2 oz) (not pro-vided) of weight in the forwardfuselage to avoid the modeltail sitting when completed.You may find that a little trim-ming is required, particularlyaround the intake splitter/nose wheel bay assembly, toensure a good fit for the fuse-lage halves.

Wing and tailplane assem-bly follows, and theinterlocking tabs on bothensure accurate fitting ofthese to the fuselage. A mini-mum of filler was needed, andthis only on the underside ofthe wing/fuselage joint. Thefuselage mounted speed

p826-830 Kit reviews 8/1/07 08:45 Page 826


Kit Reviewsbrakes can be positionedopen or closed, and fit verywell in either position, withgood interior detailing. Thewing pylons are multi-parted,and care should be used whenfitting these to the wing under-side since the location holeswill need to be opened up a lit-tle, and there are slight gaps,which need attention, betweenthe wing underside andpylons. A nice touch is theinclusion of sway braces onthe pylons, although these area little on the heavy side. A fullload of both 450- and 230-USgal fuel tanks and two1,000-lb bombs is provided.

While working on the under-side of the model some of theundercarriage componentscan be fitted, but I would sug-gest that you leave off thenose gear and main wheelsuntil after painting has beencompleted. If you are posingthe cockpit canopy in the openposition, I would advise thatthis also be left off until later,although now is the time to fitthe windscreen and aftcanopy.

As a bonus, Revell hasalso provided a ground han-dling trolley, which hasobvious possibilities for adiorama.

Painting comes next, withoptions for two natural metaland two camouflaged

machines. The instructionsonly provide details for the rel-evant Revell paints, and noGerman RAL or American F.S.details. This is really ratherfrustrating, since GermanThunderstreaks had at leasttwo different colours appliedto their undersides at varioustimes while in service, as wellas an overall natural metal fin-ish. Careful double-checking ofavailable references isneeded, and I ended up paint-ing my JaboG 33 machine withXtracolor Olivegrun (RAL6003)and Basaltgrau (RAL7002)upper surfaces, andSilbergrau (RAL7001) on theunderside. It is possible thatthis particular machine mayhave had Weissaluminium(RAL9006) on the undersideat some point in its career.

Decal placement comesnext, and this decal sheet is atour de force, being muchmore comprehensive than thatoffered in the original issue ofthis kit. As well as the majormarkings and nationalinsignia, all the stencilling isrepresented, and is legible.The instruction sheet givesdetails of each item’s place-ment, and I reckon you willneed between four and fivehours just to get everything inplace! I would give two tipshere, firstly, as each item ispositioned, cross it off on the

instruction sheet, so you knowthat a particular decal hasbeen used, and secondly care-fully trim the decal film fromthe inside of the warning mark-ings around the intakes on thefuselage – this will ensure thatthe decal will fit snugly whenapplied. The decals settleddown easily on to the Xtracolorgloss surface without the needfor decal setting solutions. Asurprising omission was theyellow lining to represent thejointing compound around thetransparencies, which was soprominent on these aircraft.Stencils are also provided forthe drop tanks, but not for thebombs. ProModeler, byMonogram, issued a rathernice decal sheet for World WarII/Korean War ordnance(88101200200) which would

remedy this deficiency, if youcan find it. Once all the decalsare in place, an overall coat ofXtracolor matt varnish toneseverything down nicely.

A useful reference whenmodelling this aircraft is theAerofax Minigraph 15, whichgives wide photographic cover-age, as well as an interestingtext describing developmentand service history. This air-craft was certainly a verypolitical animal.

This is an excellent exampleof a re-issued kit that hasstood the test of time well,with a good fit of parts, attrac-tive finishes and a superlativedecal sheet. Welcome back.

Julian R.B. Edwards

Thanks to Revell for the reviewsample

Kit: Lockheed SuperConstellationScale: 1:72Kit type: Injection mouldedDecal options: (three)VH-EAD, QANTAS, 1958;VH-EAG, Historical AircraftRestoration Society, Australia,1996; N1009C, IrishInternational Airlines, 1960UK price: £19.99Website: www.airfix.com

For certain this new Airfix kit isbased on the old Heller kit.The Heller logo appears on theinside of the fuselage and theparts are interchangeable withthe Heller L-1049G. Thus, it isreasonable to assume thatthe intent of the kit is to rep-resent the L-1049G, eventhough it is simply called theSuper Constellation. TheL-1049G was certainly themost common of the L-1049,or Super Constellation, series.Since this boxing is based onthe Heller kit, many of its prob-

lems are well known, but Ialso found a couple of newones. In keeping with the spiritof a review, I did not replaceany parts and simply fixed kitparts as required.

There are 77 piecesmoulded in light grey, 12moulded in white, and 13 clearparts. The opaque plastic issoft and somewhat flaky. Theprimary difference between theoriginal Heller L-1049G andthis kit is that this kit hasoptional parts for the nose,which can be modelled with orwithout radar. The instructionsheet is a little over 8 x 11 in(20 x 28 cm) and consists ofdetailed assembly drawingscovering a total of 14 pages,three of which are given todecal placement. Fairlydetailed drawings are providedfor each step, and the locationof difficult to decide parts,such as the landing gearpieces, is clear from the draw-ings. Humbrol colors are used.Raised lines are provided fordetails, but the main cabindoors are engraved. Assemblybegins with the flight deck,

which consists of an instru-ment panel, two seats, twocontrol columns, a floor and arear bulkhead, all of whichattach to the nose gear well. Iassembled these, paintedblack and highlighted, andinstalled them in the fuselage.Virtually nothing will be visiblewhen the fuselage is buttonedup. Next the fuselage halveswere glued together. Whetherfrom the age of the moulds orthe thinness of the plastic, ora combination, the parts didn’tjust click together. As a result,I started at the top centre andglued the halves together firstusing liquid cement. When thejoint was good and hard, Iglued the top front together,followed by the rear. Then Iused a heavy coat of Zap gluealong the inside of the top ofthe fuselage everywhere Icould reach through the hole inthe bottom for the wing. Onceall was good and dry, I gluedthe bottom of the fuselagetogether. By taking this incre-mental approach I did not endup with any part of the joint Icouldn’t fix by either sanding or

with a little filler, and the join isquite strong. Because Idecided to use Kristal Klear forthe cabin windows, I did notassemble the clear parts. Thecockpit windscreen appearsincorrect, I believe becausewhen moving from the L-749 tothe L-1049, Heller simplymade the part bigger and didnot do what Lockheed did,which is make the area largerand raise it. To remedy this, Iraised the windscreen abouttwenty thousandths of an inch,using sheet plastic. Then Ibuilt up the area to the rear ofthe part and blended it into thefuselage to give the heavybrow appearance so obviouson the real aircraft. In retro-spect, I believe I’d raise thepart about twice as high andperhaps make the windscreenpanels larger. All the tail partsfit alright, but I used MrSurfacer 500 for most, if notall of their joints.

The wing went together fine,although some filler wasneeded along the leadingedge, particularly around thenacelles. If you elect to build



Market Place

an aircraft without the tiptanks, as I did, you will have tosaw the tip tank off the bottomwing and then fill the resultinghole in the bottom wing withlayered sheet plastic. If you dodecide to use the tip tanks, beadvised that they are toosmall and you will want towiden them about an eighth ofan inch and extend them inlength by about the sameamount in the centre. Theraised lines for the de-icerboot are much too large forthe scale and should be filedand sanded away. Thenacelles themselves haveproblems, some of which areeasy to remedy. They are toolong and the oil cooler intakeand carburettor air intakes aretoo short. I remedied this bysawing about an eighth of aninch from the back of thenacelles and extending theintakes using 40 thousandthssheet plastic. They are alsoslightly too tapered at thefront, which I ignored.Alternatively, you could com-pletely replace them, a coupleof replacement sources ofwhich I am aware are to befound at www.HaHen.de andwww.djparkins.clara.net. Theprops and spinners needsome fixing as well. The spin-ners are too long, so I cutabout an eighth of an inchfrom their backs and the pro-peller blades are too wide,being for the earlier version ofthe Connie. I thinned thesewhile I was cleaning the flashoff the spinners. Since Idecided to make the Irish ver-sion, I also straightened theblades and squared of theirtips, since these aircraft usedthe later style high-thrust take-off propellers. Whicheverversion of the aircraft youdecide to make, you will wantto thin the blades for theL-1049 series. There is an

intake cooling afterbodyneeded behind the propellerwhich I made from the plasticon the tree with the engines. Idrilled out the exhaust pipes.The landing gear is crude, ormaybe more politely said, oversimplified, somewhat bulkyand the wheels are too large.There was significant flash onevery landing gear part. I usedthe wheels as they came,although smaller, thinnerreplacements would be moreto scale. I drilled out the cen-tre of the landing gear andinserted brass rod in it foradded strength because I wasworried about how well therather soft plastic would holdup after I added about 2 oz(57 g) of lead to the nose.

I painted the de-icer bootsfirst, using Floquil GrimyBlack, then masked andpainted the rest of the model.I painted the model usingTestors PLA white for thecrown and, after polishing therather pebbly wing surfaces,Alclad II Polished Aluminumfor the wings. Although theinstructions show the wingwalk areas in grey, I wasunable to determine that thiswas accurate and paintedmine instead using Alclad IIWhite Aluminum.

Decals are provided on arather large decal sheet (111⁄4x 181⁄2 in; 28.6 x 47 cm) andcover three aircraft and vari-ous hull markings, such as thewingwalks and some of the de-icer boots. Specific decals arefor VH-EAD, VH-EAG, andN1009C. VH-EAD, hull number4607, is a QANTAS L-1049Eand the markings provided arefor the delivery scheme withthe red cheat line and thewinged kangaroo on the tail.VH-EAG, hull number 4539,was an L-1049C and was also,previously, a QANTAS aircraft.The markings for it provided in

the kit, however, are for therestored aircraft belonging tothe Historical AviationRestoration Project, whichhave a red kangaroo on thetail and the titles ‘CONNIE’ onthe fuselage. It shares the redcheatline with the QANTAS air-craft, along with the tip tankflashes and the Australian flagon the tail. Both of theAustralian aircraft operatedwith tip tanks, so you couldmodel the wings as theycome. To model the ‘E’, youcan use the kit as provided. Tomodel the ‘C’, which was afreighter, you will have toscratch build the cargo doorand as far as I am aware, allthe ‘C’s were delivered withoutany cabin windows. N1009C,hull number 4807, was aSeaboard and WesternL-1049H, which was wetleased by Aerietna for flightsbetween New York, LaGuardia, and Shannon, start-ing in spring 1958. In order touse these decals with anyaccuracy would require a con-version of the kit to L-1049Hstandard, the latter being aconvertible freighter version ofthe aircraft. Externally, themain difference between the‘H’ and the ‘G’ is the presenceof cargo doors on the portside, a large one at the frontand a huge one at the rear,and a bunch of differences inthe windows. The passengerdoors were mounted in thecargo doors, for when the air-craft were operating asairliners, as when Aerietnaused this example.

Aerietna also leased twoother aircraft from Seaboardand Western during the sameperiod, N1008C and N1005C.’8C was another L-1049H, ofwhich Seaboard operated anumber. But ’5C, hull number4557, was an L-1049E. It wasoriginally leased to Cubana as

CU-P573, but was later takenup by Seaboard and Westernas N1005C. It was returned toSeaboard in 1961. Except forsome differences in the win-dow arrangement and the doorarrangements, the ‘E’ appearsvery similar to the ‘G’. The for-ward cabin door on the Hellerkit is actually more like that ofan ‘E’ rather than that of most‘G’s, although some ‘G’s didoperate with the same type ofdoor as the ‘E’. This is the oneI decided to make. I ignoredthe window problem becausethe cheat line came with thewidows already cut out.

There was another majorproblem I found with thedecals, besides them beingfor the wrong aircraft. Thetitles on the decal sheet read‘Irish International Air Lines’.My references agree thatthese titles were carried onthe port side, which was oftenthe boarding side. But on thestarboard side, the titlesshould read ‘Aerlinte Erinne’.This was not an uncommonpractice in the 1960s, manyaircraft having English titles onone side and native languagetitles on the opposite side. Imade these new titles by cut-ting the letters apart andreassembling them. I had tohand paint extra arms for acouple of ‘E’s, made usingsome extra ‘I’s. The final prob-lem was that the windowborders are provided in silver-grey for this aircraft, which isaccurate, but they did not fit.The problem is that there isnot enough green above thewindows at the top of thecheatline for the frames to fit,so I left them off. The cheat-line comes in three pieces foreach side, a centre, front andrear part and that is how Iassembled them, centre first,then the front and the rear.There is extra material to fill inany gaps and I did end up withone on either side. Althoughthe decals are opaqueenough, they have a whitebackground, there were someproblems with the fit which Imade up for by painting theareas around the windowframes that were not ade-quately covered. If I had it todo over again, I would probablyjust paint the cheatline. Thereare two shamrock logos pro-vided for around the rear entrydoor on the left side. I can saythat on most L-1049Hs thereare circular view windows atthis location. On ’9C, however,sometimes at least, these win-dows were covered by the



Market Placeshamrock. For the L-1049E Iassumed the markings wouldbe the same, so includedthem on the model. Decalsare provided for some of thede-icer boots, but I did not useany except on the propellers.The Hamilton Standard logosdo not appear on the later,square-tipped propellers. Thewing walk decals generallywent on well, but didn’t exactlyfit around the complex

nacelles and I ended up handpainting that area. I couldn’tfind any photographic refer-ence for the strange enginenacelle decals and so didn’tuse them. After the decalsdried, I coated the model withFuture and it was done.

Scalewise, I would estimatethat the model is a bit over-stated, by which I mean it isheavy. True, the tip tanks area bit small, but the wingspan

is a bit large and I believe thefuselage is even larger still.Without the tip tanks, I meas-ured the span at about 125 ft6 in, compared to the actual123 ft. With the tip tanks it iseven larger. I didn’t measurethe fuselage because of theradar dome, of which therewere different variations andso there are a number of dif-ferent fuselage lengthsreported. I was not certain

which came without the radardome. In conclusion, if youlike the Connie, you can’t notlike this model and it is goodto have it reissued. Althoughit doesn’t exactly clicktogether, there is nothing amodeller with average experi-ence can’t handle.

David H. Minton

Thanks to Airfix for thereview sample

Kit: SB 2M-100 ‘Katiushka’Spanish Air Force BomberScale: 1:72Kit type: Injection mouldedDecal options: (four) No. 5,12 Grupo, 1937, No. 46,Barajas, 1938 and No. 1,Grupo 24, 1937, all SpanishRepublican air force; and20W+I, Spanish Nationalistair force, Logrono, 1940UK price: £10.99Website: www.italeri.com

When the Tupolev SB 2 firstflew in 1934 it marked quitean advance, not just in Soviet,but in world aircraft design. Itsmid-wing monoplane layout,smooth alloy skin andretractable undercarriage alladded up the justify the air-craft its initials SB – SkorstnoyBombardirovshchik, or High-Speed Bomber. By 1937 thefirst production aircraft fittedwith the M-100 engines andcapable of achieving 263 mph(423 km/h) were enteringservice. The SB 2 made itscombat debut during theSpanish Civil War. Operated bythe Republicans it was nick-named ‘Katiushka’ and‘Martin Bomber’ by theNationalist forces.

The product reviewed hereis one of three versions of thiskit released to date by theUkrainian company ICM. Itcontains parts and decals forfour Spanish options for boththe Republican and Nationalistforces. It represents a wel-come choice of subject by ICMsince previous kits by FROGand MPM both have issueswith quality and accuracy.

The ICM kit comprises asurprising 164 parts on sixgrey plastic sprues. Surfacedetail is comprehensive andvery fine, although a littleflash is present on someparts. The clear sprue hasseveral different canopyoptions and is thin andacceptably transparent. The

small decal sheet carries fouroptions, three SpanishRepublican and one capturedNationalist aircraft. Theinstructions give clear andprecise assembly diagramsand reference is made toModel Master paints for cock-pit colours, etc. Before anyassembly can begin exces-sive mould release oil has tobe washed from all the plas-tic items.

Surprisingly for such asmall aircraft, the fuselage isbroken down into three sec-tions. This, I believe, is dueto moulding limitations. Thewing centresection assem-bles first. The open bomb bayis well detailed and severalbomb load options are pro-vided. There is also plenty ofinternal structure provided inthe undercarriage bays. Thenose compartment for thenavigators is well furnishedand fits nicely onto the com-pleted centresection, as doesthe rear fuselage. The reargunner’s position is very welldetailed. The outer wings areassembled next and theseslot onto spars which give agood joint. The last majoritems are the engines. Careis required to achieve adecent fit with these sinceeach comprises six parts andthey must be correctly alignedor you will have problems

attaching them to the wings.All the control surfaces areseparate so that you can off-set them if desired. Finally,the transparencies were fit-ted and the model wasprepared for painting. I sub-stituted Xtracolor andHumbrol paints for thosegiven in the detailed camou-flage guide.

Markings are provided forthe three Republican aircraftin green and brown mottledcamouflage with red identifi-cation bands, green andbrown disruptive camouflageand sandy brown upper cam-

ouflage, respectively, and forthe Nationalist machine ingreen, brown and grey splintercamouflage.

I enjoyed making thismodel. It is accurate, the levelof detail is very good and ifcare is taken the many sub-assemblies come together togive a nice representation ofthe SB 2. This is another goodoffering from ICM and I hopemore versions will follow inthe future.

John Nicholls

Thanks to The Hobby Companyfor the review sample


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Market Place

Blackburn BuccaneerKev Darling

Crowood Press£29.95

Website: www.crowood.com

With the issue of twoBuccaneer kits fromCzechmaster Resin and mod-ellers’ stock piles of 1:48Airfix kits, this could be a use-ful reference title. I have a fewbooks on this aircraft but thisis certainly the biggest, and inmany ways the most compre-hensive, with some 190pages. The first chapter dis-cusses early Blackburn navalaircraft, the photographs ofwhich bring back memories ofsome pretty odd-lookingmachines, and in some caseunsuccessful ones; theBlackburn Blackburn in the

first category and the Roc inthe second.

Next the author covers the1953 specification M.148Tcontenders for a two- seat air-craft powered by two jetengines. Each entrant is dis-

cussed, complete with draw-ings. Because of theenvironment that this machinewould have to operate in, ithad to be very strong.Unfortunately there was nosuitable machinery in the UKto produce some of its parts.Overtures were made to theUSA which used such equip-ment, but none could be madeavailable for three years. Asthe author says, Blackburnsuspected that this could havebeen a delaying tactic to aidsales of US aircraft (shades ofTSR.2?). Whatever the rea-son, Blackburn decided tobuild its own and so theBuccaneer was born.

The book covers all aspectsof the development andoperational service of all thevariants, so much so that

there is a serial by serial sec-tion. The book includes awealth of photographs incolour and monochrome, plusa number of manual drawings,covering such things as theseats, bomb bay, airbrakes,control surfaces, etc. Thisbook is as good as any I haveseen and better than most. Tobe honest, as far as the mod-eller is concerned, I have yetto see a book that has asmuch information regardingthe various Buccaneer modifi-cations as that which can befound in the CMR instructionleaflets, but nevertheless, Iam sure that the Buccaneerbuff will love this book.

Ernie Lee

Thanks to CrowoodPublishing for the review copy

The Bristol Blenheim: Acomplete history –

2nd EditionGraham Warner

Crécy Publishing Limited£34.95/US$54.95

Website: www.crecy.co.uk

The first edition of this finebook was hailed by reviewersas undoubtedly the finestbook on the Blenheim yet pro-duced and by some as one ofthe finest aircraft books of alltime. It would be splendid tothink that all the major typescould be given such a thor-ough treatment by such anacknowledged expert in theirfield, but alas that could neverbe so.

The additional material inthis second edition has largelybeen compiled through corre-spondence – much of it fromex-Blenheim crewmembersand their families – thatresulted from the publicationof the first book. Being unfa-miliar with the original version Ican’t say how comprehensivethis new material is, but as apackage this book certainlydoes show exactly what an air-craft type history should be.

I was a little disappointed tonotice errors in a few captions,however, the caption to thebook’s second photographbeing typical of these – itnotes the aircraft depicted asK7597 when its serial canclearly be read as K7557; it isBritain First. The inclusion of acutaway with numbers but nokey on page 637 also struckme as odd and it appears thatthe captions to the photo-graphs in the second coloursection were not updatedwhen the additional materialwas added. Still, this book isunreservedly recommended tomodeller and enthusiast alike.

Paul E. Eden

Thanks to Crécy PublishingLimited for the review copy

Aircraft In Detail 2:F-15I Ra’am in IAF service

Ra’anan WeissIsraDecal Publications

US$30.00Website:

www.isradecal.com

The F-15I Ra’am is an exportversion of the Boeing F-15EStrike Eagle, perhaps themost capable multi-role jetfighter currently in service.Ra’anan Weiss’ book on theRa’am offers an exclusive pic-torial insight into Israel’scamera-shy and ultra-secretiveNo. 69 ‘The Hammers’Squadron, the Israeli AirForce’s sole F-15I unit.

The book is divided into log-ical sections beginning with abrief introduction and thendeveloping into five photochapters before closing withtwo foldout line drawings to1:48 and 1:72 scales. It is anexcellent reference book thatwill help modellers converttheir F-15E kits into highfidelity F-15Is, and compre-hensive photographs of all theRa’am’s nooks and crannieswill please even the most fas-tidious of superdetailers toboot. On the downside, inkeeping with all of theIsraDecal books I have read,this book is let down by poorreproduction quality, a generalstandard of photography thatis found wanting, irritatingpolitical undertones when dis-cussing Israeli operations andother nations, and poor edito-rial standards.

F-15I Ra’am in IAF Service isa utilitarian publication – itdoes what it says on the coverand makes no apologies forits simplicity. If you plan onmodelling the F-15I Ra’am, itis a must.

Steve Davies

Thanks to Ra’anan Weiss forthe review sample

Reviews of the latest books received by Scale Aircraft Modelling

Farnborough: 100 Years ofBritish AviationPeter J. Cooper

Midland Publishing£24.99/$44.95

Website:www.ianallanpublishing.com

Peter J. Cooper has been anaviation enthusiast in NorthHampshire since the mid-1960s to my personalknowledge; what I didn’trealise until I read the intro-duction to this book is that heworked at the RAE (and its

alphabet soup successors)before becoming increasinglyinvolved in aviation journalism.It’s ten years since he pro-duced the profusely illustratedForever Farnborough, and inthis new volume he tells thestory of the airfield and its

central role in British aviation.After an opening chapter on

the kite and balloon era, thestory is told a decade at atime, with each of these chap-ters having yearly narratives.The chapters are interleavedwith accounts of individual

p832-835 book reviews 5/1/07 12:37 Page 832


Book Reviews

sections, such as the EmpireTest Pilots’ School and theInstitute of Aviation Medicine.

One such chapter covers theSBAC displays which were thepublic face of Farnborough,and where the taxpayer couldsearch for some return on hisinvestment; each year has alist of notable (but not all) par-ticipants. These sections, likethe whole book, are exten-sively illustrated, and are anostalgic joy to those of uswho lived through the era.Towards the end of the bookcolour photographs becomeincreasingly common, but themodeller will have little diffi-culty in recognising the colourschemes of most of the air-craft shown, perforce, in black

and white. Because ofFarnborough’s function manyof the aircraft, like those atBoscombe Down, are one-offs,not – yet, at least – availablein kit form (Sperrin, anyone?),or requiring vary degrees ofmodification, but both text andpictures are potential sourcesof inspiration to those of uswho model British aircraft.Peter Cooper has done a first-class job in pulling the strandsof Farnborough’s historytogether, and has been well-served by his production teamand publisher; I’m sure thatsome of the pictures lookrather better in these pages

than they do in the original.The text is full of odd anec-dotes, such as that of thecommanders of Nos 2 and 3Squadrons on their joint for-mation, who organised asimultaneous line abreasttake-off of their B.E.s so thatneither unit could claim pri-macy in the future! Fair playstill ruled, then.

This is a book both to readat your leisure and to dip into,or just to aid inspiration; I rec-ommend it very highly.

Mike McEvoy

Thanks to Ian Allan for thereview copy

Fairchild C-82 Packet andC-119 Flying Boxcar

Alwyn T. LloydAerofax/Midland Publishing

£19.99Website:

www.ianallanpublishing.com

Prior to the arrival of the C-130Hercules, the C-82 and themore numerous C-119 formedthe backbone of the tacticaltransport fleet of the US and itsallies, with well over 1,300examples being built. Notedauthor and historian AlwynLloyd has written this long-anticipated book on these oftenneglected aircraft in unprece-dented scope and detail.

The Packet and Boxcarstory, presented in 23 chap-

ters and six appendixes, iswell researched and a pleas-ure to read. It is packed withover 300 black and white andcolour photographs (many ofthem never previously pub-lished) depicting all variantsand operators – some display-ing interesting colour schemesand nose art.

The Packet stemmed from a1941 US Army requirement fora freight carrier having a large,uninterrupted cargo hold withdirect ground level access.The XC-82 prototype first flewin September 1944 but by thetime the first of 220 C-82A air-craft had entered service inMay 1945, World War II wasnearly over and the large pro-duction runs that Fairchild hadanticipated never materi-alised. A contact for 782North American-built C-82Nswas terminated on VJ-Dayafter only three had been built.

The first two chapters arethus dedicated to the develop-ment, technical descriptionand short operational history(1947-1953) of the C-82 withthe USAF, including its serviceduring the Berlin Airlift.

Fairchild’s effort to furtherimprove the C-82 led to theXC-82 being modified with aredesigned flight deck and

empennage, and more powerfulengines. The modified airframe,re-designated as the C-119,would prove to be more suc-cessful than its predecessor.

Three chapters are devotedto the production, flight testand technical description ofthe C-119 and its numerousproduction variants, includingthose that never reached theproduction stage – amongthem the YC-119H Skyvan andXC-120 Packplane.

Most of this book is, how-ever, dedicated to the Boxcar’sservice history with the USAF,USN, USMC and foreign oper-ators, with separate chaptersdevoted to its use in Korea, inIndochina with the French andwith the RCAF.

The author has left no stoneunturned in presenting someof the more unusual uses ofthe C-119, such as those thatwere modified for the inflightsnatching of high-altitude bal-loons and spy satellite filmcapsules under OperationsGrayback and Dragnet.

Perhaps the type’s mostrecognised special role cameduring the Vietnam War, whichsaw a number of aircraft con-verted into AC-119 ‘Shadow’gunships – equipped withMiniguns, cannon, flare

launchers and special sen-sors. Here too the author hasdone an excellent job indescribing and illustratingthese black/camouflaged air-craft and the special missionsthat they flew – a role sinceassumed by the AC-130.

When the Packet and Boxcarbecame surplus to militaryneeds, many airframes foundrenewed service with civiliancargo and fire-fighting opera-tors and here too the authorhas done a fine job in docu-menting and illustrating all civilregistered airframes.

This book is crammed withmany service manual illustra-tions, detail photographs andline drawings, with six appen-dixes presenting tables ofunits and their markings, serv-ice histories and production/serial numbers.

Space unfortunately did notpermit inclusion of a glossaryor references, but the authorwas more than happy to pro-vide them to this reviewer.This book is very wellresearched and will appeal tohistorian and modeller alike.Highly recommended.

Terry Panopalis


Windsock Datafile 119:Hansa Brandenburg W.13

George HaddowAlbatros Productions Ltd

£10.50Website: www.windsock-

datafilespecials.com

The elegant W.13 flying boatwas a product of the Heinkeldesign team, but as it did notfill the requirements of aGerman specification for a largegeneral-purpose flying boat, theGerman military showed no

interest in it. However it wasthought that it would be suit-able for use by theAustro-Hungarian Empire. Atleast 130 were thus built andgood use was made of them.

This monograph follows theusual pattern for this series ofdevelopment and operationalhistory, complemented by alarge number of photographs.Like many such machines theW.13 had an uncowled engine,so it is fortunate that there aresome good close-ups of it. One

interesting fact was that thesupport struts for the enginewere steel tubes covered insheet metal to form an aerofoilsection and, for some reason,they were painted to representwood, even on aircraft that didnot have such a finish on therest of their struts.

As always, 1:72 and 1:48scale drawings are included,plus three colour profiles onthe rear cover, all illustratingdifferent colour schemes.Added to these is a cover



Market Placepainting that is a most usefulreference for both buildingand painting. The high-visibility markings carried onthese machines make them

an extremely attractive sub-ject to model.

Simply the announcementof a new Datafile is enough formany World War I modellers to

open their wallets, but if youare new to the game then youwill not find a better referencethan these products fromAlbatros Productions.

Ernie Lee

Thanks to AlbatrosProductions Ltd for thereview copy

Army Wings – A History ofArmy Air Observation Flying

1914-1960Robert Jackson

Pen & Sword – Aviation£19.99Website:

www.pen-and-sword.co.uk

This book’s subject is usuallytagged onto, or forms part of,a unit or campaign history andit is nice to see it being givenits full due.

The book’s first chapterdelves into pre-World War Iobservation work. It seemsthat the first aircraft involvedcould have been man-lifting

kites in around 549AD inChina. Balloons were deployedin the American Civil War, theBritish used man-carrying bal-loons from 1880 and by thetime of World War I, airshipsused for observation were com-monplace. Also, by then, thefirst task of heavier-than-aircraft was seen as reconnais-sance. The operational historyof Allied machines used in thisrole is well chronicled. Chapterthree covers AOP machinesbetween the wars, with aircraftfrom major European countriesand the United States. WorldWar II follows this, where flyingin a hostile environment waschallenging to say the least.The last three chapters dealwith trouble spots, Korea andVietnam.

The whole book, of some176 pages, is a mine of infor-mation and, complemented bya large number of mono-chrome photographs, itpresents an unusual facet ofaviation history. I recommendyou find space for it on yourbookshelves.

Ernie Lee

Thanks to Pen & Sword forthe review sample

Warpaint No. 58:Supermarine Swift

Tony ButtlerWarpaint Books Ltd

£12.00Website:

www.warpaint-books.com

A monograph on this aircrafthas been a long time in coming.Although not exactly a success-ful machine there has certainlybeen an abundance of Swiftkits, most of the short-run vari-ety, but some of high quality.

The book’s format is wellknown to the enthusiast, beinga development and operationalhistory, supplemented by a

large number of photographs.These books are alsodesigned for the modeller. Thedetail shots in colour reflectthis, as do the 1:72 scaledrawings. Artwork has alwaysbeen a prominent feature ofWarpaint books, and this is noexception; there are two five-views and 24 profiles. As youmight expect the artwork cov-ers machines from the threesquadrons with which the Swiftserved, but also non-operational units, thusallowing the modeller to pro-duce, with a little modificationto the kit, more unusualschemes and configurations,such as Mk 7 XF114 flown bythe College of Aeronautics,Cranfield. This aircraft wasblack overall with a ‘MickeyMouse’ motif on its nose, or aMk 7 of No. 1 GuidedWeapons DevelopmentSquadron, RAF Valley,complete with Fairey Fireflashair-to-air missiles.

This is a cost-effective littleprofile, worthy of a place in anyaviation enthusiast’s library.

Ernie Lee

Thanks to Warpaint BooksLtd for the review copy

From Hull, Hell and HalifaxChris Blanchett

Midland Publishing£24.99/$44.95

Website:www.ianallanpublishing.com

This history of No. 4 Group,RAF, was originally publishedin 1992 and its reprinting isvery welcome. It isn’t con-cerned solely with the use ofthe Handley Page Halifax inthe Bomber Command offen-sive against Germany, but thisis probably the aspect whichwill be of most appeal to mod-ellers, especially thosecontemplating the FonderieMiniatures kit. At the end of1939 the Yorkshire-basedGroup squadrons wereequipped with Wellingtons and

Whitleys, the latter not havinghad all that much coverageover the years. As with otherbooks of this type the consid-erable number of photographsthat accompany the chronolog-ical text are concerned with

the people, aircrew, ground-crew and support services asmuch as the hardware, wingedand wheeled. All the illustra-tions, with the exception of thesplendid Keith Woodcock dustjacket painting, are in blackand white and therefore occa-sionally subject tointerpretation or reference toother sources.

Even with more modernequipment the casualty rateamong bomber crews was ter-rible, and it’s right that weshould be reminded from timeto time what the young men –at a time when aircrew in theirlate twenties were the eldersof their crews – went through.Subjects covered by appen-dices include bases, units withtheir moves and types, nose

art and Halifax tail markings,the four Halifaxes that carriedout 100 or more missions, andVictoria Cross winners. In May1945 the Group was trans-ferred to Transport Commandand its squadrons re-roled,and modellers considering theMagna Stirling Mk V conver-sion will find useful informationand photographs here. I don’tknow why I missed this bookthe first time round, but I’mvery grateful for its reappear-ance and I recommend ithighly, not least because itsheds deserved light on a typewhich is sometimes overshad-owed by others.

Mike McEvoy


Seria “Pod Lupa” No. 14:Messerschmitt Me 163

KometPrzemyslaw Skulski

Seria “Pod Lupa” No. 15:

PZL P.24Przemyslaw Skulski

ACE PublicationWebsite:

www.ace-publication.wroclaw.pl/indexen.html

Numbers 14 and 15 are thefirst in this series of Polishmonographs to reach me.Each consists of 36 pagesbetween softback card coversand reproduction is reason-

able on the good quality paperused. Both books contain alarge number of 1:72 scaledrawings, primarily by MarekRys. These are reinforced bydrawings taken from the air-



Book Reviewscraft manuals, with rathermore of these appearing in thevolume on the Messerschmitt.Also common to both arecolour sections containingdetail images of preserved air-craft and colour cover artwork.Seven profiles and two upper-surface colour views aresupplied for the P.24, eightprofiles and three computerrenderings of cockpits for theMe 163.

In the Me 163 book a work-able translation of all thecaptions is provided althoughonly Polish body text is used.

The P.24 also includes dual-language captions, but adds abrief summary of the P.24’shistory. Its brevity, however,indicates that this is not arepeat of the large amount ofinformation clearly presentedin Polish.

Both books have a sectionon modelling the aircraft andfor their plans and detail shotsalone, these slim volumesmust be worth considering.

Paul E. Eden

Thanks to PrzemyslawSkulski for the review copies

Stearman Aircraft – adetailed history

Edward H. PhillipsSpecialty Press/Ian Allan

£24.99/$39.95Website:

www.ianallanpublishing.com

The Stearman/Boeing Kaydet– you remember the Revellboxing, surely – is probablybest known for its task oftraining USAAF (PT-13) andUSN (N2S) aircrew duringWorld War II, although thisbook shows just how muchmore there has been, and stillis, to the type, and indeed tothe company from its biplanebeginning in 1926 to its clo-

sure as the Wichita division ofBoeing in 1962, by which timeit had progressed to buildingB-52s!

While the backbone of thebook is the legendary Model75 biplane trainer, the strands

of development that culmi-nated in that aircraft are verywell laid out, starting with LloydStearman’s work withLockheed and Beech. Both textand illustrations are welldeployed to show the chrono-logical history, and while themajority are in black and whitethere is a 24-page colour –indeed colourful – section inwhich a great proportion of thesubjects are museum or pre-served aircraft, including oneof the ‘Utterly Butterly’machines in what is now a his-toric scheme. Apart from the1960s’ Revell 1:72 kit alreadymentioned I can only recall, ininjection moulded kits at least,

a Lindberg 1:48 model whichmay have originated even ear-lier. I’ve long thought of thePT-13 as a Tiger Moth onsteroids, and was veryimpressed by a short trip in theback of one a few years agoand indeed by its appearancesat displays in the States. Thisbook has been compiled by anauthor and production teamwith an obvious affection forthe type and its siblings; it’s isa real tribute to them andwould be an entertaining addi-tion to your bookshelf.

Mike McEvoy


Warpaint No. 59: LockheedHudson Mk I to Mk VI

Alan W. HallWarpaint Books Ltd

£12.00Website:

www.warpaint-books.com

This monograph could notcome at a more opportunetime, with two new 1:72Hudson kits issued by MPM(one under the Italeri label)and two in 1:48 from ClassicAirframes.

The book’s first chapterdescribes the development andoperational service of the air-craft, followed by a descriptionof each mark. The Hudson wasused in all theatres of opera-

tion, in many guises. This isreflected in the book’s manyphotographs and artwork. Aphotograph on page one is per-haps the most infamous of all.

It shows the precursor of theHudson, the Lockheed 14, ofNeville Chamberlain fame,while the rest follow the Hudsonthrough its wartime service andback to peacetime again.

I think the large number ofcolour profiles, 36 in all, willstimulate the modeller most.There are so many variants andcolour schemes illustrated thatI can only give a snapshot ofthem. The most colourful is aMk IIIA of the RNZAF in overallnatural metal with yellowwingtips, cowlings, fuselageband and lifeboat. Wing andfuselage markings consist of ablack circle with a yellow cross,with only the serial number andtail stripes betraying the air-

craft’s military credentials.Other less common schemesinclude those of an ambulanceaircraft; a British Airwaysmachine in military colours; aMk III of No. 279 Sqn in thestandard sea scheme,complete with lifeboat; and acouple of Mk Is in Camotint andLight Slate Grey, respectively.

Add to this 1:72 scale draw-ings of all the variants, a unitlist, a production list and evena list of U-boat kills, and youhave an excellent reference forboth enthusiast and modeller,at a very reasonable price.

Ernie Lee

Thanks to Warpaint BooksLtd for the review copy

The Vulcan StoryPeter R. March

Sutton Publishing£8.99

Website:www.suttonpublishing.co.uk

This small landscape-formatbook has been produced inassociation with the Vulcan tothe Sky Trust and its sale sup-ports that organisation.

Peter R. March is knownthroughout the aviation worldand he has done a fine job in

cramming a huge amount ofinformation into such a smallpackage. Some of the Vulcanstory has had to be abbreviatedowing to space restrictions, butthe book still provides a veryreadable account.

There isn’t a great deal newin the way of illustrations,many of the black and whiteand colour photographs beingfamiliar, although generally

used well, with the exceptionof one or two poor crops.

Overall this is an excellentsummary of the Vulcan, whose‘Did you know?’ sidebars,while not for the seriousenthusiast, should help itappeal to a wider audience.

Paul E. Eden

Thanks to Sutton Publishingfor the review copy


The first in an exciting new series of detailed monographs:Warplane Classic No.1: SEPECAT Jaguar

• Author: Andy Evans • Artists: David Howley and Mark Rolfe

The book’s colour photography is brilliantlycomplemented by specially drawn colour

artwork, including five-view drawings. Complete1:72 scale plans cover all variants and stores,including precision-guided munitions, specialist

weapons, drop tanks and countermeasurespods. Warplane Classic No. 1: SEPECAT

Jaguar is the definitive Jaguar book

To order your books, please call Jenat the SAM Shop on: 01908 274433

Fax: 01908 270614

E-mail: [email protected]

you can also order online at:www.guidelinepublications.co.uk

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The complete Jaguar story in 74 full-colour pages Warplane Classic No. 1: Sepecat Jaguar

Warplane Classic No. 1: SEPECAT Jaguar tellsthe complete Jaguar story using the best in

archive photography and contemporary images.Not only is the aircraft described in detail, but itsoperators and operational history are covered in

depth. Royal Air Force and l’Armée de l’AirJaguar units are described squadron bysquadron, for the ultimate in reference

House DPS Advert Sept 3/1/07 08:41 Page 1

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Combat ColoursNo 1 Bf 109E

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House DPS Advert Sept 3/1/07 08:42 Page 2

English Electric

THIS massive book on everything there is to know about theCanberra came about because the aircraft has been the longestserving bomber ever to fly in RAF service. Written by CharlesStafrace, who wrote the F-104 earlier in the series, it has producedthe most comprehensive account of the Canberra’s long service fromthe first prototypes to the last Marham-based TT.18. All of the-to-be-expected Warpaint contents are included such as a comprehensivesquadron and unit chart with representative serials, a detailed pro-duction list, and kit, decal and accessories information. In additionthe Canberra achieved many records in its earlier career and thesehave been listed. The book is 84 pages in length and has a set of1:72nd scale drawings of all Canberra variants. There are over 130pictures many in colour illustrating the Canberra’s service not onlywith the RAF but all of the other countries which bought them overthe years. The only conflict in which Canberra faced Canberra in theFalkland Islands is also described along with all other actions inwhich it has taken part. Pages of colour side and plan views by Richard J.Caruana add so much to the immense value of this book.

WARPAINT No.60

Unit 3, Enigma Building, Bilton Road, Denbigh East, Bletchley Bucks MK1 1HWTelephone: ++44 (0)1908 270400, Fax: ++44 (0)1908 270614, E-Mail: [email protected]

All major credit cards accepted. Orderscan be placed by mail, telephone, fax orthrough the web site. (www.warpaint-books.com) Postage on UK orders is free.Overseas readers pay postage at air mailprinted paper rate.

Most recent title:LockheedHudson

£12.00

Orders fromthe world’s

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Bristol Beaufighter £6.95, Blackburn Buccaneer £8.50,Junkers Ju 87 Stuka £7.50, F-100 Super Sabre £7.50,Hawker Typhoon £8.50, Avro Shackleton £11.50, Junkers Ju88 £7.50, Hawker Hunter £11.50, Grumman F4FWildcat/Martlet £7.50, Vickers Wellington £7.50, DH SeaVixen £8.50, Fairey Swordfish £8.50, Fw 200 Condor £11.50,BAC Lightning £16.00, Short Stirling £7.50, Hawker Sea Fury£7.50, Gloster Javelin £9.50, Douglas Skyraider £8.50, DHHornet and Sea Hornet £9.50, Supermarine Seafire (Griffonengined variants) £9.50, Armstrong Whitworth Whitley £8.50,Fairey Gannet £8.50, Dornier Do 217 £8.50 Short Sunderland£9.50, Bristol Blenheim £9.50, de Havilland Vampire £16.50,Fairey Firefly £11.50, Hawker Sea Hawk £9.50, Avro Vulcan£9.50, RAF/RN Phantoms £9.50, A-20 Boston/Havoc £9.50,Heinkel He 177 £8.50 Avro Lincoln £9.50, Fairey Barracuda£9.50, Handley Page Victor £9.50, Gloster Gladiator £14.50,F-105 Thunderchief £11.50, Supermarine Walrus £9.95Canadair/Commonwealth Sabre £12.50 Fairey Fulmar£11.50 Boulton Paul Defiant £9.95 (only a few left with slight-ly marked covers), F-104 Starfighter £14.50, DH Venom11.50, B-57 Canberra £11.50, F-101 Voodoo £11.50,Westland Lysander £14.50, Fiat G.91 £11.50, Bristol Beaufort£11.50, Lockheed Neptune £11.50, Fairey Albacore £11.50,

Sample pages of Canberra book drawings by Richard J.Caruana

Avro Anson £11.50, Westland Whirlwind £9.95, HawkerTempest £11.50, Blackburn Firebrand £12.00, Hampden£12.00 (only a few left), Supermarine Swift £12.00, LockheedHudson £12.00.

Warpaint SpecialsNo. 1 Republic P-47 Thunderbolt £18.50 No. 2 MesserschmittBf 109 £18.50 No.3 DH Mosquito £14.95Note: Not all titles listed are available as some go out ofprint. Check with the web site and press advertisementsFor the latest information look at www.warpaint-books.com.

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Canberra SAM ad-3 3/1/07 08:55 Page 1


www.eduard.cz

Big EdThe latest from Eduard istopped by three new Big Edsets, containing a bargain-priced collection of all thephoto-etched frets and adhe-sive masks the companymakes for a particular kit.BIG7226 (£16.70) providesfrets and masks for the ItaleriSM.79 Sparviero serie 1.

In 1:48 scale, BIG4872(£44.90, above) is for theRevell/Accurate MiniaturesSB2C-1 Helldiver andBIG4873 (£73.50) is a mas-sive set for the Revell B-17Gkit.

Colour photo-etch setsNew items in colour fromEduard begin with fret 73269,an interior set for the ItaleriA-26C Invader (bomber noseversion) priced at £13.50.

In 1:48 scale colour are49036 (above top), a seatbeltset for the Hasegawa F- andTF-104G kits’ GQ-7 ejectionseats, priced at £4.99, while49368 (£11.75) is a completecolour interior set for the

TF-104G kit. Set 49366 pro-vides parts for the AirfixSpitfire Mk IXC/XVIE(£10.50), while 49374(£8.75, above) covers the newHasegawa P-39/P-400Airacobra kit.

In 1:32 scale is a colour setfor the Hasegawa Bf 109G-6interior (23570, £11.75,above); seatbelts for thesame kit in fret 32589(£5.60); and frets for theRoden Albatros D.III (32583,£11.75).

Non-colour frets

Other new frets from Eduardinclude an exterior set for theItaleri 1:72 scale A-26Invader (72460, £13.50).

In 1:48 scale is a set ofarmament parts for the ItaleriMiG-23 kit (48545, £11.75,below).

Sets in 1:32 scale includeexterior parts for theTrumpeter CH-47D Chinook(32159, £11.75); exteriorfrets for the Tamiya A6M2Type 21 Zero (32162,£11.75) and landing flaps forthe same kit (32166,£10.50). Also in 1:32 is anexterior set (32164, £11.75,above) rounding out frets forthe Hasegawa Bf 109G-6 kit.

ZOOM

In the bargain ZOOM series ofcolour interior frets are SS269(£3.70) for the Italeri A-26CInvader.

In 1:48 ZOOM are sets forthe Airfix Spitfire Mk IXC/

XVIE (FE366), the HasegawaTF-104G (FE368) andP-39/400 Airacobra (FE374),all priced at £4.99.

Masks

New pre-cut, adhesive masksets have been cut in 1:72scale for the HasegawaMosquito series (CX164,£3.15); Italeri B-25C/DMitchell (CX165, £2.50,above); and Hasegawa F-16A(CX166, £2.50). Other 1:72masks include a set for theTrumpeter An-2 ‘Colt’(CX168, £3.15), and Il-28‘Beagle’ (CX169, £3.15).Finally, in 1:72, is a set for theItaleri A-26C (CX170, £3.15).

In 1:48 scale masks aresets for the Italeri F/A-18series (EX203, £3.70); theTrumpeter Mi-24 ‘Hind’(EX205, £3.70); the SouthFront LaGG-3 (EX206, £2.50,above); and the ICMBf 109F-2 (EX207, £2.50).

Thanks to Eduard for thereview samples

Market PlaceReviews of the latest accessories received by Scale Aircraft Modelling

p838 Accessory reviews 9/1/07 15:37 Page 770


Market Place

Three aircraft feature on thissheet: P-51D-20-NA Dinny,flown by Lt Willie Willis,462nd FS, 506th FG, IwoJima, summer 1945;P-51D-20-NA Hel-eter, sharedby Lts John Winnen and PhilAlston, 457th FS, 506th FG,Airfield 3, Iwo Jima, summer1945; and P-51D-15-NAJeanne VIII, flown by Maj. JimVaude Hey, CO of the 78th FS.

Four aircraft feature on thissheet: P-51D-15-NA The NeatPackage/The Boll Weevil,flown by Lts Bennett Commerand Henry Seegers, 458th FS,506th FG, Airfield 3, Iwo Jima,summer 1945; P-51D-20-NAHon Mistake, flown by JamesBercaw and William Ebersole,Airfield 3, Iwo Jima, summer

1945; P-51D-20-NA StingerVII, flown by Maj. Robert W‘Todd’ Moore, 45th FS, 15thFG, South Field, Iwo Jima; andP-51D-20-NA Delta Queen,flown by Capt. J. B. Baker,458th FS, 506th FG, NorthField, Iwo Jima, April 1945.

Four aircraft feature on thissheet: P-51D-20-NA 44-63972, flown by Lt Spartks,47th FS, 15th FG, Airfield 1,Iwo Jima, May 1945;P-51D-20-NA Shrimp IV, flownby Capt. Betz, 531st FS, 21stFG, Airfield 2, Iwo Jima, May1945; P-51D-20-NA Stinger VII(earlier markings), flown byCapt. Robert W. Moore; andP-51D-20-NA Mary Alyce, flownby Lt Louwres, 46th FS, 21stFG, Airfield 2, Iwo Jima, June1945.

This sheet has markings for12 aircraft, including two F1Q4machines of the Iraqi air force;an F1EH and CH of theMoroccan air force; two F1CKmachines of the Kuwaiti airforce; an F1CJ and EJ of 462Esc, Ejercito del Aire, LasPalmas, Canary Islands; anF1CE, Ejercito del Aire; and anF1ED and AD of the Libyan airforce.

72-010 continues Galdecal’shomage to Finnish military air-craft with decals for BlackburnRipon IIF RI-152, LLv 36,Santahamina, May 1939 andRI-156, LLv 36, Lahdepoja,March 1940 in doped alu-minium, and RI-137, LeSK,Kauhava, July 1941 andRI-140, 2/LeLv 30, Römpötti,1943 in camouflage (the rec-ommended kit is fromBroplan). Mil Mi-1 (SM-1SZ)(Amodel kit), Mi-4A (KP orMaquette) and Mi-8 (KP) heli-copters are also covered. TheMi-1s are HK-1,KulijLLv/HekoLtue UTTI, sum-mer 1963 and HK-2,KulijLLv/HekoLtue UTTI,1964. The Mi-4s are HR-2,KulijLLv UTTI, summer 1969and HR-3 of the same unit,July 1975. Two Mi-8s are cov-ered, HS-2, KulijLLv HALLI,May 1984 and HS-4, KulijLLvUTTI, summer 1987. Finally,the Saab 35 Draken(Hasegawa) and F-18 Hornet(Italeri) are covered. TheSaabs are J 35FS DK-201,Lapin Lennosto, Rovaniemi,April 1994 and J 35S DK-223,HävLLv 11, Rovaniemi, mid-1994. The Hornets depictedare all F-18Cs and althoughcodes enabling any aircraft tobe modelled are included,

those illustrated are all fromHävLLv 21 as HN-401, Pori,1998; HN-457, Pori, 2001;and HN-465, Pirkkala, 1995.

Galdecal has also produceda correction sheet for its ear-lier 72-009 (above). Thisincludes Blenheim and Viimamarkings and can be had forfree by purchasers of the fullsheet, either from the e-mailaddress above or by writing toGeorge A. Lowe, Galdecal, 22Gowanhill Gardens, Stirling,FK8 1SG, UK.

Thanks to Galdecal for thereview samples

Designed by Nils Mathisrud,this sheet has markings for sixaircraft and can be applied toeither the Formaplane vacformkit or the injection-mouldedMatchbox product. NorsemanMk VI LN-PAE is covered inthree forms, all in service withWiderøe’s Flyveselskap. Two ofits incarnations are in alu-minium, one with red trim, oneblack. The other is for an over-all green finish with creamtrim. Aluminium LN-PAB is alsoincluded, along with greenLN-BFE. Finally, Mk IV LN-BITcan be finished in white withgrey floats.

Thanks to Lima NovemberDecals for the review sample

MC48002 provides decals forthe Mirage IIIRS in the latterpart of its service. Paintingdetails and decals are pro-

Aeromaster48795

1:48 The Iwo JimaMustangs Pt 2

£6.95www.aeromaster.com

Aeromaster48796



Aeromaster48797



Eagle Strike48255

1:48 Mirage F1 Pt 2£7.25

www.eaglestrikeproductions.com

Galdecal72-010

1:72 Finnish air forcePart 10£7.00e-mail:

[email protected]

Lima November Decals72-501

1:72 Noorduyn Norseman£7.00/€10.00/US$13.00

e-mail:[email protected]

p840-842 Decal reviews 9/1/07 11:34 Page 840


Decal Reviews

vided to allow any standard-scheme aircraft to bemodelled, with additionalmarkings and masking tem-plates provided for five‘specials’. R-2118 has Mata-hari owl artwork, R-2108wears a ‘Berlin bear’, R-2102has a scorpion marking,R2106 has ‘Bye Bye‘Schnägg’’ artwork andR-2103 has a bird’s head tailmarking to celebrate 3,000flight hours in 2003.

The sheet is printed on anALPS printer and comesalready coated in Johnson’sKlear. However, it is advisedthat a further protective coat-ing is applied before use. Fullinstructions and aircraft his-tory are included.

Thanks to Matterhorn Circlefor the review sample

Issued, like all the ModelAlliance sheets reviewed here,to complement On TargetProfile 11, this sheet hasdecals for eight aircraft:B.Mk 52 353, ImperialEthiopian Air Force, Diredawa,1970s; B.Mk 52 354, ImperialEthiopian Air Force, Diredawa,1970s; T.Mk 4 457, No. 12Sqn, SAAF, Waterkloof, SouthAfrica 1960s; B.Mk 2 457, No.12 Sqn, SAAF, Waterkloof,South Africa, 1970s (this isthe T.Mk 4 after conversion);T.Mk 4 458, No. 12 Sqn, SAAF,Ysterplaat, South Africa, late1991; T.Mk 4 0621,Escuadron 39, Fuerza AereaVenezolana, Barcelona AB,Venezuela, 1972; B(I).Mk 821233, Escuadron 38, FuerzaAerea Venezolana, BarcelonaAB, Venezuela, 1980s;B(I).Mk 12 1425, Escuadron40, Fuerza Aerea Venezolana,Barcelona AB, Venezuela1980s.

This sheet has decals forseven aircraft: B.Mk 62 B-109,Grupo 2 de Bombardeo, IIBrigade Aerea, Fuerza AereaArgentina, General Justo Josede Urquiza AB, Argentina,1977; B.Mk 62 B-111, Grupo2 de Bombardeo, II BrigadeAerea, Fuerza Aerea Argentina,Trelew Naval Base, FalklandsWar, May 1982.; andGovernment Aircraft Factory-built Mk 21 A84-201, No. 2Sqn, RAAF, Amberley,Australia, mid-1950s; Mk 20A84-125, Aircraft Researchand Development Unit (ARDU),RAAF, Edinburgh, Australia1960s; Mk 20, No. 1 Sqn,

RAAF, Amberley, Australia,early 1960s; Mk 20, No. 2Sqn, RAAF, detached to 35thTFW, USAF, Phan Rang AB,Vietnam, 1970; and Mk 20,No. 6 Sqn, RAAF, Amberley,Australia, 1964.

This sheet contains a hugenumber of stencils for both‘bomber’- and ‘fighter’-canopied Canberras.

Thanks to The AviationWorkshop for the reviewsamples

This sheet contains decals foreleven aircraft: DassaultMirage IVA No. 9/AH, EB 1/91‘Gascogne’, Hao-Juillet, 1966and at Coupe Fantasia, circa1967; Mirage IVA No. 5/AD,EB 3/91 ‘Beauvaisis’,

Solenzara, circa 1964; MirageIVA No. 48, Coupe Fantasia,Solenzara, circa 1964;Hawker Hurricane Mk I Z4757,flown by Capitaine Tulasne,GC 1 ‘Alsace’, May 1942;Hurricane Mk I Z4434, GC 1‘Alsace’, Fuka, July 1942;Hurricane Mk I Z4230/4,flown by Aspirant Mailfert,GC 1 ‘Alsace’, Maaten-Baguish, June 1942;Hurricane Mk I BG707/1,flown by CommandantPouliquen, GC 1 ‘Alsace’,Canal de Suez, September1942; Hawker Hunter GA.Mk11 WV374/ 647-BY, No. 738NAS, Brawdy, 1965; HunterGA.Mk 11 WT809/696-LM,No. 764 NAS, Lossiemouth,1970; and Hunter GA.Mk 11XE685/861-VL, FRADU,Yeovilton, 1990.

Thanks to Model Art for thereview sample

These two identical sheets aredesigned to replace thesparse and inaccurate kitdecals in the 1:144 Revell/Monogram or Airfix kits, andthe big 1:96 scale Revell kit.The Saturn moon rockets werehuge machines, and carriedcountless stencils, US flagsand national insignia on them.

Here, New Ware has doneexcellent research and onboth sheets has included 154separate decals for theseelaborate kits, which periodi-cally go in and out ofproduction, so are not hard tofind. Included with the decalsare comprehensive placementdiagrams and drawings, aswell as helpful text on markingthe craft.

Sheet 48009 has decals fortwo night-fighter related air-

Model AllianceMA-72140/MA-48140

1:72/1:48 BAC/EECanberra: International

‘Bomber Canopy’ versionPart II

£9.00/£13.00www.theaviationworkshop.

co.uk

Model AllianceMA-72141/MA-48141

1:72/1:48 BAC/EECanberra: International,‘Bomber Canopy’ version

Part III£9.00/£13.00

www.theaviationworkshop.co.uk

Model AllianceMAS-729018/MAS-489018 1:72/1:48 Canberra Stencil

set Part 2£7.50/£9.00

www.theaviationworkshop.co.uk

Model Art72/056

1:72 Dassault Mirage IVA,Hawker Hurricane Mk I and

Hawker Hunter GA.11£7.50e-mail:

[email protected]

New WareNWD007/NWD006

1:144/1:96 Saturn Vdecals

US$8.00/US$10.00www.mus.cz/~ales/

newware/

Matterhorn CircleMC48002

1:48 Mirage IIIRSwww.mc-one.ch

e-mail: [email protected]



Market Place

craft: an Arado Ar 66C, flownby Oblt Werner Doye,Geschwaderstab/NSGr.3,Vecumi, 1944 and a HeinkelHe 46C, NSRGr.1, EasternFront, 1944.

This sheet has decals forthree aircraft: WellingtonMk IC, No. 311 (Czech) Sqn,1942; Wellington Mk IC, No.37 Sqn, flown by Lt ‘Cheese’Lemon, Shallufa, Egypt,January 1941; and WellingtonDWI.Mk III, August 1941.

This sheet includes, as its titlesuggests, the colourful pre-warUS Navy markings needed tobuild any single Vindicatorfrom either of two squadrons,

VB-2, flying from the USSLexington, and VB-3 of theUSS Saratoga in the yearsleading up to World War II. Asis the company’s custom,great care has been taken tomatch each aircraft’s serialnumber to its place in itsthree-machine section andwithin the squadron itself.

The usual Yellow-Wingschart giving the proper sectioncolours for each aircraft, alongwith its serial number andsquadron designator is pro-vided. Also, during this period,all USN shipboard aircraftwere given a ship colour,which covered the aft fuselageand empennage. In the caseof Lexington this colour was‘Lemon Yellow’, and forSaratoga it was white.

So thorough is the researchon this sheet that it evenincludes the correct serialnumbers for the squadrons’spare aircraft, which bore theship colours but no sectioncolours. This sheet alsoincludes the wide fuselagestripes that identified the sixsection leaders within eachsquadron. All the aircraft borea wing chevron in the sectioncolour, and the wingmen wereidentified by their engine cowl-ing having been painted eitheron its upper or lower half inthe section colour.

Also handy is the inclusionof the difficult-to-paint three-colour propeller tips of theperiod, which are thankfullyprovided here as decals.

The title pretty much says itall. Yellow-Wings, which until

now has limited itself to 1:48and, latterly, 1:72 scaledecals of the colourful USNavy aircraft that flew from1931 to shortly after PearlHarbor, has ventured into1:32 scale. These new decalswill be welcomed by modellerswho are building some of therecent releases in this scalesuch as the TrumpeterSBD-1/2 Dauntless and thosewho want to backdate aWildcat to the F4F-3 version.

In Pt. 1, the generous sheetprovides insignia in sizes thatrange from a scale 24 inchesto 45 inches, which providesfit for the wings of the F4B-4and BF2C-1, among others.The 24- and 36-inch roundelsare for the pre-war ‘neutralitypatrol’ markings that were anextra pair of national insigniaplaced on both sides of theupper forward fuselage.

Pt. 2 (shown above) is simi-lar to the other sheet, exceptthe roundels are larger, in 46-,50-, and 52-inch scale sizes.Included are a couple of24-inch ‘neutrality patrol’roundels. These insignia areof a size appropriate for thenew Dauntless kit, as well asthe soon-to-be released 1:32Brewster F2A-1/2 Buffalo kitand the F4F-3. All USN pre-waraircraft wore the distinctivewhite-on-blue star, with the red‘meatball’ in the centre, onboth sides of the upper andlower wing surfaces.

Thanks to Yellow-Wings forthe review samples

The UK has a new supplier ofZotz decals, A2Zee Models,

whose online shop can befound at http://stores.ebay.co.uk/A2ZEE-MODELS. Thefirst sheets to come to SAMfrom this source include -014,available in 1:72 and 1:48scale versions. The sets haveidentical content on threesheets, including national mark-ings and serials (above), noseart (above) and white backingdecals for some of the nose art(not shown). The aircraftdepicted are B-26G-10MA 43-34751/K5-Y ROUND TOO innatural metal and four OliveDrab over Neutral Gray aircraft:B-26B-50MA 42-96026/K5-BVictory “Read” (not ‘Reed’ asnoted on the instructions, butcorrectly shown on the decals);B-26B-55MA 42-96077/K5-FLADIES DELIGHT; B-26B-55MA42-96072/K5-C Dina Might;and B-26B-50MA 42-96028/K5-O Faith PRELUDETO VICTORY.

This six-sheet set has nationalmarkings for Bahrain, Dubai,Jordan, Kuwait, Lebanon,Oman, Qatar, Saudi Arabia,Syria, UAE and Yemen. It alsoincludes a selection of Arabicnumerals.

Thanks to A2Zee Models forthe review samples

Compiled by Tom Bell, PaulE. Eden and Ernie Lee

Yellow-Wings Decals72-004

1:72 USN SB2U-1Vindicator Section Leaders

and WingmenUS$12.95

www.yellow-wingsdecals.com

Yellow-Wings Decals32-002 and 32-012

1:32 Pre-WW II US NationalInsignia, 1919-1942, Pt. 1

and Pt. 2US$11.95 each

www.yellow-wingsdecals.com

Owl Decals48009

1:48 NachtSchlachtW.Nr.001

£9.70www.owl.cz

Tally Ho!48039

1:48 Wimpy Part 1£6.50

ZotzZTZ/72-014 and

ZTZ/48-0141:72/1:48 B-26 Marauderof the 584th BS, 394th BG£8.95; US$15.00/£9.95;

US$17.00www.zotzdecals.com

ZotzZTZSP/005

Roundels of the WorldPart 5: Middle East£12.95/US$22.00

www.zotzdecals.com



Events

Southern Expo 2007: It has been confirmed that the UK’s Southern Expo show will not be taking place in 2007, owing to the refurbish-ment of its regular venue

Saturday/Sunday 3/4 February: IPMS Moorsele hosts a model show and competition at OC De Neerbeek, Bissegem-Kortrijk, Belgium.For further information contact P. Debaere, Wulpendammestraat 15, 8630 Veurne, Belgium, call +32 58 31 73 58, or e-mail [email protected]

Sunday 4 February: Milton Keynes Scale Model Club hosts ModelKraft 2007 at Bletchley Leisure Centre, Milton Keynes. Doors open10 am to 5 pm. Over 50 clubs and numerous traders promise to make this show a highlight of the model maker’s year. For further infor-mation call Brian Porter on 01582 660984, or e-mail [email protected], or go to www.mksmc.co.uk

Saturday 9 February: Fleet Air Arm Model & Aviation Collectors Show at the Fleet Air Arm Museum, RNAS Yeovilton, Yeovil,Somerset. Doors open 10.30 am

Sunday 11 February: IPMS Wakefield & District hosts Huddersfield 2007, its annual model show and competition at HuddersfieldSports Centre, Southgate, Huddersfield, HD1 1TW. Doors open 10 am to 4 pm. For further information call Haydn Hughes on 01924263803 or e-mail [email protected]

Sunday 25 February: Modeller’s Swapmeet at Hurworth Grange Community Centre, Hurworth, Darlington. Doors open 10 am; 9.30 amfor stall holders. Stalls/tables £2.00 each, £0.50 each thereafter. Traders welcome. For further information call Sam on 01748 824702 ore-mail [email protected]

Saturday 10 March: Flanders Modelling Festival and Contest 2007 at Don Bosco Technical Institute, Salesianenlaan 1, B-2660Hoboken (Antwerp). The largest plastic modelling show and competition on the continent. For further information e-mail EddyMarivoet at [email protected], write to Eddy Marivoet, Zwanebloemlaan 10, B-2900 Schoten, Belgium, or call+32(0)3/685.05.46 (before 8 pm). Also, for further information and registration go to www.ipms-antwerpen.be

Thursday 15–Sunday 18 March: 13th Faszination Modellbau at the Sinsheim Exhibition Centre, Sinsheim, Germany. For further infor-mation go to www.faszination-modellbau-messe.de

Saturday 17 March: North Somerset Modellers’ Society (IPMS North Somerset) presents the 12th annual North Somerset ModelShow at Locking Castle Campus, Weston-super-Mare. Doors open 10 am to 5 pm. Club displays, traders and model competition. Freeparking. Admission £2.00 adults, £1.00 children, £1.50 concessions. For further information traders should call Darren Poyser on 01934516576; clubs should call Dave Perry on 01761 462864

Saturday 24 March: Shoreham Airport Aerojumble and Aviation/Model Show at Shoreham Airport, Worthing, West Sussex. Doorsopen 10 am. For further information call 01403 252628

Sunday 25 March: The Potteries Model Show at Meir Community and Education Centre, Pickford Place, Meir, Stoke-on-Trent. Doorsopen 10 am. Club displays, traders, refreshments and model competition. For further information call Alan Ewart on 01782 388892 ore-mail on [email protected], or call Mick Copestake on 01782 392353

Sunday 1 April: Abingdon Model Show 2007 at Larkmead School, Faringdon Road, Abingdon, Oxfordshire. Doors open 10 am to4.30 pm. For further information call Simon on 07920 875480 or Alan on 07766 691207

Saturday 21 April: Poole Vikings Model Club (IPMS Dorset) model show at Parkstone Grammar School, Sopers Lane, Poole, Dorset.Doors open 10.30 am to 4 pm. Trade and club stands, together with class competitions and raffle. Refreshments available all day andcar parking is free. Admission £2.00 adults, £1.00 concessions, £4.00 family (two adults and two or more children). For further infor-mation call Andy Sweet on 01202 743494 or e-mail [email protected]

Sunday 22 April: Gatwick Airport Aviation Collectors and Model Show at K2 Centre, Pease Pottage Hill, Crawley, West Sussex.Doors open 10 am. For further information call 01403 252628

Saturday 28 April 2007: Plymouth Premier Model Show in the Main Guildhall. Doors open 10 am to 4.30 pm. More than 20 clubs andtraders, with refreshments, raffle and model competitions. For further information call Dave Watson on 01752 518287, or [email protected]

Saturday 12 May: Heathrow Airport Collectors and Model Show at Feltham Community Centre, Browells Lane, Feltham. Doors open11 am. For further information call 01372 725063

Sunday 19 August: Redhill Aerodrome Collectors Fair and Fly In at Redhill Aerodrome, Redhill, Surrey. Doors open 10 am. For furtherinformation call 01737 822200

Sunday 16 September 2007: Sutton Coldfield’s 31st Model Spectacular at Sutton Coldfield Town Hall, West Midlands. Doors open10 am to 4.30 pm. Even bigger than last year! For further information traders should call Paul Grimley on 01543 481428, clubs shouldcall Peter Haywood on 01889 578074

Publicise your eventIf your modelling group, club, branch, chapter or society would like its event (or even regular meetings) publicised in SAM simply drop us aline with all the relevant information: date, venue, opening times, entrance fee(s), who’s displaying, how to get there, and who to contactfor further information. We’ll leave all the details in right up to the date of the event, so the earlier you send it in, the longer it will be pub-licised. Don’t miss out on FREE PUBLICITY, send your details today to: SAM’s Events Calendar, Guideline Publications, Unit 3, Enigma Building,Bilton Road, Denbigh East, Bletchley, Buckinghamshire MK1 1HW. United Kingdom, or e-mail: [email protected]

= Events at which SAM will have a trade stand or presenceSAM’s Monthly diary of modelling related events worldwide SSAMSAM

SSAMSAM

p843-846 Events.qxd 10/1/07 10:52 Page 843


EventsFor many modellers the model show is thecornerstone of their hobby, while others havenever been to a show. SAM’s editorial team andcontributors get to more shows than most andeven for those who would claim that showsreally aren’t their thing, there’s alwayssomething inspiring to see. To give readers anidea of what they might expect at their local

show and in a demonstration of just howinternational a hobby scale aircraft modellingis, here we present some of our favourites fromthree shows across the world in 2006 – the UK’sown Scale ModelWorld, IPMS New Jersey’sMosquitoCon 2006 in Wayne, New Jersey, USA,during April, and the IPMS Israel NationalConvention that took place in December.

Scale ModelWorld

p843-846 Events.qxd 10/1/07 10:53 Page 844


Events

MosquitoCon 2006

p843-846 Events.qxd 10/1/07 10:53 Page 845


Mike McEvoy and a suddenserendipitous swoop of SwiftsOne of those ‘war stories’which I probably trot out moreoften than I should is of a visitto Geilenkirchen sometime inthe late summer of 1956. Thiswas the most southerly of thefour 2TAF ‘clutch’ airfieldsclose to the German/Dutchborder, and along with theHunters of 3 and 234 Sqns,was home to ‘Shiny Two’ andtheir Swift FR.5s. This last typewas still suffering under theclouded reputation that had fol-lowed its somewhat prematureintroduction to squadron serv-ice, with F.1s and F.2s wearingthe red and white checks of 56Squadron. This reputation hadbeen reinforced by my instruc-tor on my ‘How to fly inEngland’ course at MiddletonSt George at the beginning ofthe year. Al Martin had beenwith 56 for the type’s introduc-tion before his leaving,thankfully, I suspect, for theCFS, and told the tale that inhis six flights in the F.1 he hadhad five full emergencies.

In the meantime the Swifthad been re-invented for thelow-level fighter reconnais-sance role, and one of myco-students on the Chivenorcourse that summer had beenKen Murray – an Australian, Ithink – who we met when onour practice diversion toGeilenkirchen. Having lookedwith some interest at one ofhis 2 Squadron mounts, whichlooked as though it was one ofthe last of the cast-iron air-frames and to which itsVickers part-parentage seemedto have bequeathed soundshipbuilding practice, Ken toldus that if its afterburner didn’tfunction as advertised, theSwift’s unstick distance was2,750 yards. TheGeilenkirchen runway was theNATO standard of 2,800. Ihope it’s true; it’s one of thoseotherwise useless ‘facts’ thathas remained permanentlylodged in my mind.

All this came to the surfaceagain recently in a sequencewhich started when I wentdown to the launch of Best ofBreed, Nigel Walpole’s newbook on the Hunter FR.10

(which is excellent in itself,even without taking intoaccount the photo of J-734 inthe long Chilean grass). I tookthe opportunity to get therevised second edition of hisSwift Justice. As an FR.5 driverhe thought that his mount hadbeen seriously undervaluedand this was his contributionto righting a few wrongs, eventhough he does allow that theearly marks had distinct short-comings in the intendedinterception role. Not long afterthis, Alan Hall’s Warpaintseries produced a Swift mono-graph authored by Tony Buttler,the same author wrote theSwift Database in theNovember Aeroplane Monthlyand Jon Lake covered the air-craft in the same month’s AirInternational, with the addedbonus of a Mike Badrocke cut-away. It had also beenfeatured in the Variant Surveyin International Air PowerReview 19, with the wordsagain by Jon Lake. And then,while looking in the garage forsomething else entirely, Ifound this old Pegasus kit,which was obviously ‘A Sign’.

Swift kitsThe only other injectionmoulded kit I recall was theHawk/Testor ‘Swift K.4’, distin-guished even in the 1960s –or perhaps it was the 1950s –by having no undercarriagewells and four underwingbombs, a load to which I don’tthink any of the variants pro-duced by Supermarine everaspired. Since then it’sappeared in vacform by Falconand Rareplanes, and resinfrom Magna and Czechmaster,covering marks from F.1 to F.7(complete with Fireflash mis-siles), but as far as Iremember never an F.3. SomeF.2s did reach 56 Squadronand were suitably adorned withred and white checks over theircamouflage finish, but no F.3ever got to an operationalsquadron, and I felt that thiswas an omission I should rem-edy, especially as the PegasusFR.5 had the ‘eyelid’ nozzle ofthe afterburning Avon 114.One of the illustrations in theAeroplane article was a cut-away sketch of the F.3, whichshowed the wing with a kinkedleading edge rather than thedogtooth of the 4 and subse-quent marks. I did make thischange, but could not find itshown anywhere else, so Iovercame my natural diffidenceand with plastic card added apair of the rather large wing

fences which the 25 F.3s had.Most of the rest of the conver-sion was straightforward,involving trimming the noseback and excavating two extratroughs for the four 30-mmcannon. A legacy of theRareplanes Swift is anAeroclub accessory package(V066, still available!) with anejection seat and all threeundercarriage legs and wheels,which I thought could, withadvantage, replace the softishplastic Pegasus pieces andadd a little weight in the rightplace. The next step was topick a likely unit.

My old training colleaguefrom Canadian days, DickSnell, flew Meteors with 63 atWaterbeach, though it wasafter 56 had handed the Swiftsback and reverted to Meteorsthemselves. Nevertheless itdoes seem possible that hadthe first Swift squadron beensuccessful it would have beenlogical to have established thesecond at the same base, andthat as the F.3 was the F.2with an afterburner, 63 wouldhave been a likely recipient,basing all the early marks inone place while the definitiveF.4 was developed and enteredservice somewhere else. Icould apply 63’s black and yel-low checks and add Dick’sname underneath the cockpit.While I was getting the bits ofthe model together I read a lit-tle further into the Walpolebook and was brought up shortby something that I’d over-looked earlier. It seems that itwas quite possible that theoriginal choice for the Swift’sintroduction to squadron serv-ice was 74 ‘Tiger’ Squadron,but at the crucial time theywere to be away from theirhome base at Horsham StFaith while it was being workedon, and it was thought inadvis-able to break in a new type inunfamiliar surroundings.

I have from time to timelamented, with apologies to230 Squadron, the disappear-ance of a ‘Tiger’ squadron fromthe RAF’s fighter line-up, notjust for artistic reasons –someone will one day field a

yellow and black stripedTyphoon, but it won’t be us –but also remembering my train-ing days when ‘Tiger spirit’ wassomething that all potentialjunior jet jockeys were encour-aged, or even required, to aimfor. And in 1977 when I wasworking for the International AirTattoo I got involved with theUpper Heyford-hosted TigerMeet, one of my fondly-remembered periods with thataugust organisation.

Swift revealedAt the time of writing in therun-up to Christmas, the Swiftwas still working its way alongmy workbench, but all is nowrevealed in the accompanyingphoto.

74 beckons irresistibly,though, and I think they fea-ture on the Xtradecal Meteorsheet from which I can extractthe ‘tiger skin’ bars. By thetime of the first Tiger Meet No.74, who were one of the primemovers in establishing thisunofficial association, hadLightnings, and though it’stempting to antedate history alittle with subdued extra paint-work, I’ll probably stick to thestandard squadron markings.Roundels and swept fin flashwill probably come from theoriginal Pegasus kit, and seri-als from Modeldecal set 36, atleast for the fuselage. Theunderwing serials for the Swiftseem to be of unusual propor-tions, being quite broad andvertically elongated.

It’s a pity that a fighter withsuch a distinguished pedigreedidn’t fulfil its intended destiny,but I can thoroughly recom-mend the references I’vequoted, and especiallyWalpole’s book for an accountof what went wrong and a viewfrom the cockpit; he reallyenjoyed it in its new role.

Mike McEvoyPS: As I write it’s still just2006, but by the time thisgets to you it’ll be well into thenext year. So as it’s a bit latefor the usual greetings, let melook ahead and be the first towish you all a Very HappyVolume 29.

Tailpiece

p847 Tailpiece 10/1/07 08:32 Page 1


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EDUARD Etched parts (aircraft)EBIG4872 1:48 SB2C-1 HELLDIVER

(Monogram and Revell)Contains the following itemsED48518 SB2C Helldiver exteriorED48526 SB2C-1 Helldiver bomb bayED48527 SB2C-1 Helldiver landing flapsED49359 SB2C-1 Helldiver interiorEDEX053 SB2C Helldiver £44.90

EBIG4873 1:48 B-17G FLYING FORTRESS (Monogram and Revell)Contains the following itemsED48528 B-17G Flying Fortress landing flapsED48533 B-17G Flying Fortress exteriorED48534 B-17G Flying Fortress enginesED49025 B-17G Flying Fortress seatbeltsED49337 B-17G Flying Fortress cockpit interiorED49360 B-17G Flying Fortress noseinteriorED49361 B-17G Flying Fortress mid sectionED49362 B-17G Flying Fortress rear interiorEDEX106 B-17G Flying Fortress £73.50

EBIG7226 1:72 SM 79 SPARVIERO serie 1 (Italeri) Contains the following itemsED72457 SM 79 Sparviero serie 1 exteriorED73280 SM 79 Sparviero serie 1 interiorEDCX033 SM 79 Sparviero £16.70

ED32159 1:35 CH-47D Chinook exterior (Trumpeter) £11.75

ED32162 1:32 A6M2 Zero type 21 exterior (Tamiya TA60317) £11.75

ED32164 1:32 Bf 109G-6 exterior (Hasegawa) £11.75

ED32166 1:32 A6M2 Zero type 21 landing flaps (Tamiya) £10.50

ED32570 1:32 Bf 109G-6 interior PRE-PAINTED IN COLOUR! (Hasegawa) £11.75

ED32583 1:32 Albatros D.III PRE-PAINTED IN COLOUR! (Roden) £11.75

ED32589 1:32 Bf 109G seatbelts PRE-PAINTED IN COLOUR! (Hasegawa) £5.60

ED48545 1:48 MiG-23 Flogger armament (Italeri) £11.75

ED49036 1:48 F-104G Starfighter GQ-7 Seatbelts PRE-PAINTED IN COLOUR! (Hasegawa) £4.99

ED49366 1:48 Spitfire Mk.IXc/XVIe PRE-PAINTED IN COLOUR! (Airfix) £10.50

ED49368 1:48 TF-104G Starfighter PRE-PAINTED IN COLOUR! (Hasegawa) £11.75

ED49374 1:48 P-400 Airacobra PRE-PAINTED IN COLOUR! (Hasegawa) £8.75

ED72460 1:72 A-26C Invader exterior (Italeri) £13.50

ED73269 1:72 A-26C Invader interior PRE-PAINTED IN COLOUR! (Italeri) £13.50

EDFE366 1:48 Spitfire Mk.IXc/XVIe PRE-PAINTED IN COLOUR! (Airfix) £4.99

EDFE368 1:48 TF-104G Starfighter PRE-PAINTED IN COLOUR! (Hasegawa) £4.99

EDFE374 1:48 P-40 Airacobra PRE-PAINTED IN COLOUR! (Hasegawa) £4.99

EDSS269 1:72 A-26C Invader interior PRE-PAINTED IN COLOUR! (Italeri) £3.70

Paint masks (aircraft)EDCX164 1:72 Mosquito (Hasegawa)

(yellow kabuki tape) £3.15EDCX165 1:72 B-25 C/D Mitchell (Italeri)

(yellow kabuki tape) £2.50EDCX166 1:72 F-16A Fighting Falcon

(Hasegawa) (yellow kabuki tape) £2.50EDCX167 1:72 MiG-29 Fulcrum (Hasegawa)

(yellow kabuki tape) £2.50EDCX168 1:72 An-2 Colt (Trumpeter)

(yellow kabuki tape) £3.15EDCX169 1:72 Il-28 Beagle (Trumpeter)

(yellow kabuki tape) £3.15EDCX170 1:72 A-26C Invader (Italeri)

(yellow kabuki tape) £3.70EDEX203 1:48 F-18 Hornet (Italeri) £3.70EDEX205 1:48 Mi-24 Hind (Trumpeter) £3.70EDEX206 1:48 LaGG-3 (South Front) £2.50EDEX207 1:48 Bf 109F-2 (ICM) £2.50

GRIFFON Aircraft detailing sets (resin)GRF48054 1:48 Spitfire Mk.22 cannon

barrels/long (Airfix & Eduard) £2.70GRF48055 1:48 Spitfire Mk.22 cannon

barrels/short (Airfix & Eduard) £2.70Engines and propellers (aircraft)GRF48056 1:48 P-40 Klimov engine

(Hasegawa) £15.60Wheels weighted (aircraft)GRF48057 1:48 Wellington wheel set

(Trumpeter) £3.85Aircraft detailing sets (resin)GRF48058 1:48 Wellington flaps

(Trumpeter) £26.25GRF48059 1:48 MiG-3 cockpit (Eduard) £6.10GRF48060 1:48 Barracuda Mk.V

detail set SH £33.50GRF48061 1:48 Barracuda Mk.V

exhaust SH £4.65

QUICKBOOST Aircraft detailing sets (resin)QB48053 1:48 P-36A Hawk engine

(Academy) £5.50QB48060 1:48 P-51D exhaust type B

(Tamiya) £1.99

EDK8174 EDUARD 1:48 Fw 190A-5. £21.60MIR81305 MIRAGE 1:48 PZL-23B 1939 £31.50

SH48045 SPECIAL HOBBY 1:48 Fairey Albacore Mk.I. £30.50

SH48049 SPECIAL HOBBY 1:48 Vought F2G-1/2 Super Corsair. £20.99

OLPR7226 OLIMP 1:72 Boulton Paul P.111A £21.99

OLPR7229 OLIMP 1:72 Avro 707B £21.99OLPR7228 OLIMP 1:72 Avro 707A single seat £21.99

SMK44-01 S & M MODELS 1:144 Vickers Viscount 800 'Eagle Airways' £15.99

OLPR7227 OLIMP 1:72 Boulton Paul P.121 £21.99

Hannants Feb 2007 DPS Q6 3/1/07 08:14 Page 2

yphoon aircraft in profile · history of world war ii aircraft turrets and gun positions d nijboer...

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