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Aero-space / Re: Bristol Beaufighter TF.X - Airfix 1:72
« Last post by finsrin on Today at 11:18:43 AM »Looks so right and soooo for beyond my finishes. 
... where imagination trumps reality
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Aero-space / Re: Bristol Beaufighter TF.X - Airfix 1:72
« Last post by Kerick on Today at 10:46:03 AM »That’s crazy good! You should give lessons on finishing models.
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Aero-space / Re: Bristol Beaufighter TF.X - Airfix 1:72
« Last post by Old Wombat on Today at 09:25:29 AM »Another exquisite build, Rodolfo! 
And a masterclass on building, painting & weathering in 1/72 scale*!
[*: It's better than I can do in 1/48! ]
And a masterclass on building, painting & weathering in 1/72 scale*!
[*: It's better than I can do in 1/48! ]
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Aero-space / Re: Shorts Seamew Ideas
« Last post by apophenia on Today at 08:54:51 AM »... The -68 as shown is but it was not really available until much later I believe. One interesting option might be the twin-pack PT6T (as used in the Bell 212) but in a turbo-prop vs turboshaft application. While this would necessitate a bit wider nose it would probably still fit the bill...
Yeah, the PT6A-68 series didn't appear until the mid-'90s, IIRC. The PT6T-3 first flew in 1969. In theory, the PT6T-3 could produce 1,800 shp - the limitation back then was the Twin Huey's gearbox.
Compared to the PT6A, the PT6T pair sit back-to-front. IOW, the intakes move to the front. So, that wider nose would be essential. Based on the cutaway drawing, it looks like there'd be plenty of room for the Twin-Pac's reversed driveshaft.
... And let's be honest, it won't do any more damage to the looks...
Another option for direct Mamba replacement would be the 1,500 shp Turbomeca Turmo. Or, go nuts and ditch the fuselage engine(s) altogether and mount a PT6A (or Turbomeca Astazou?) on either wing?
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Stories / Re: Jackrabbit
« Last post by upnorth on Today at 05:59:49 AM »RCAF Station Cold Lake, Alberta, Canada - November 15, 1966
The thunder of two pairs of Prairie Rattlers taking off at full power cracked through the cold prairie air and echoed across the station. It was music to the ears of everyone there.
A former Prairie Rattler pilot recalls the day:
"It was glorious to hear that sound again after months without it! The restrictions imposed on the Prairie Rattler fleet following the Zweibrucken crash completely forbade full power take offs until all aircraft fleetwide could be inspected. As the RCAF fleet was growing, it took a while for the inspections to be done and restrictions to be lifted.
The instructors and students at the Wolf Den were extremely happy to be practicing full power take offs again. All but two of the training unit's aircraft passed inspection.
As it turned out, the problem was down to some questionable workmanship and quality control at Canadair. Thankfully, it was limited to aircraft from just one batch and those aircraft all went to the RCAF. Canadair made sure the responible parties were shown the door and we could let other users of the aircraft know that this one was an RCAF specific matter.
The whereabouts of all the aircraft from the batch in question were determined and they all had their relevant access doors replaced.
It was particularly good news as 419 Squadron was to stand up as the resident Prairie Rattler squadron at Cold Lake early in the new year.
A couple of squadrons had been reformed at RCAF Chatham, in New Brunswick, and were working up to be transfered to Baden-Soellingen in West Germany to form a Prairie Rattler wing there."
The thunder of two pairs of Prairie Rattlers taking off at full power cracked through the cold prairie air and echoed across the station. It was music to the ears of everyone there.
A former Prairie Rattler pilot recalls the day:
"It was glorious to hear that sound again after months without it! The restrictions imposed on the Prairie Rattler fleet following the Zweibrucken crash completely forbade full power take offs until all aircraft fleetwide could be inspected. As the RCAF fleet was growing, it took a while for the inspections to be done and restrictions to be lifted.
The instructors and students at the Wolf Den were extremely happy to be practicing full power take offs again. All but two of the training unit's aircraft passed inspection.
As it turned out, the problem was down to some questionable workmanship and quality control at Canadair. Thankfully, it was limited to aircraft from just one batch and those aircraft all went to the RCAF. Canadair made sure the responible parties were shown the door and we could let other users of the aircraft know that this one was an RCAF specific matter.
The whereabouts of all the aircraft from the batch in question were determined and they all had their relevant access doors replaced.
It was particularly good news as 419 Squadron was to stand up as the resident Prairie Rattler squadron at Cold Lake early in the new year.
A couple of squadrons had been reformed at RCAF Chatham, in New Brunswick, and were working up to be transfered to Baden-Soellingen in West Germany to form a Prairie Rattler wing there."
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Aero-space / Re: North American P-51K-10 Mustang - Eduard 1:48
« Last post by Kerick on Today at 04:03:32 AM »That round sprue could be very useful in some kind of sci fi whiff.
That cockpit looks very nice!
That cockpit looks very nice!
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The Tankbuster GB / Re: Tankbuster Group Build Inspiration and Ideas
« Last post by GTX_Admin on Today at 02:03:03 AM »And similar, though bigger:
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The Tankbuster GB / Re: Tankbuster Group Build Inspiration and Ideas
« Last post by GTX_Admin on Today at 01:58:54 AM »Something different:
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New Model Kit News/Reviews / Re: Italian Kits Wings
« Last post by GTX_Admin on Today at 01:33:02 AM »Now available:
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Aero-space / Re: Shorts Seamew Ideas
« Last post by GTX_Admin on Today at 01:27:13 AM »Re re-engining ideas, here is some food for thought:
Most versions of the PT6 are not powerful enough, even granting for the reduced weight. The -68 as shown is but it was not really available until much later I believe. One interesting option might be the twin-pack PT6T (as used in the Bell 212) but in a turbo-prop vs turboshaft application. While this would necessitate a bit wider nose it would probably still fit the bill. And let's be honest, it won't do any more damage to the looks...
Most versions of the PT6 are not powerful enough, even granting for the reduced weight. The -68 as shown is but it was not really available until much later I believe. One interesting option might be the twin-pack PT6T (as used in the Bell 212) but in a turbo-prop vs turboshaft application. While this would necessitate a bit wider nose it would probably still fit the bill. And let's be honest, it won't do any more damage to the looks...