HubertB

Great start Jeff ! Truck models certainly have a presence to them, and I’m sur this one will be no exception … Hubert

Damn ! Me and my big mouth 🫢 ! You’re right Martin, and I should have checked references before pretending to be an aeodynamics expert 🤣🤪😂 ! Hubert 🤐

Keep on trucking Jeff ! Hubert

The angle of the canards with its high dihedral looks weird to my eye, and make the canards of dubious aerodynamic function IMHO, even if this is a what-if model … But the whole is great 👍 ! Hubert

Now, it’s looking like a Cutlass 👌 ! Hubert

Looking good Peter, although, if it is a yard office at the age of steam, one could argue for even more soot. I have in mind the images of the soot the fuel-burning US Navy supercarriers were depositing on everything, including the Tomcats and Intruders on deck. coal-burning locos would do the same in a yard, IMHO. Hubert

One comment about another « oopsie » (from you this time, I am afraid) : the front LG shaft is not perpendicular to the fuselage line, but to the ground … Hubert

C’mon Rob, you cannot resist a 330SL Uhlenhaut. The epitome of car sexiness, with the 250 GTO, the Ferrari Daytona and the Miura. You know you WANT one 😇 ! Hubert PS : and I forgot the sexiest of all, even by admission of the Commendatore : the E-Type Coupé !

The Napier Sabre was a most incredible piece of engineering : 24 cylinders in H configuration, with sleeve valves … Hubert

Kudos to you Peter. I love ship modelling, but 1/350 is just too small for me. My go-to scale for ships is 1/200. But I still remember working on the capstan of a 1/600 Mauretania 🤪 ! Still, I’ll be watching with great interest Hubert

You use both actually. Vacuum chamber to « foam out » the biggest bubbles. But, once mixed, the resin has a limited pot life before setting, so the vacuum time is limited. A pressure pot will push the remaining bubbles in the resin, and shrink them in the same time. This way, the surface of the resin parts look smooth. If you kept on vacuuming the parts during the setting time, the bubbles could foam to the surface, depending on the orientation of the part in the mold. Hubert PS: the artisanal way of degassing the resin mixture without a vacuum chamber is to pour from high and slowly: the thin flow of resin will degas (partly) while flowing down.

Although I have just dry-fitted this area myself, I noticed the same issue on mine. So it’s a design flaw of the kit. As for bubbles, they are systematic with resin. They come from mixing the two components that make the resin. In cottage-style resin products they’d very often appear on the surface of the parts. To avoid this, the pros like Fisher pressurise the parts when setting. This way, the bubbles are shrunk and pushed inside the resin. But they are still there, and it’s always better not to have to sand a resin part … Hubert

That’s called « being caught by surprise » … Hubert

This is looking great, Martin ! It may be a parallax effect of the photography, but the guns of the turrets seem to be shooting on a diverging path … Hubert

Yes, I found others as well, because I was inrigued. So the two outside protrusions are for the ingnition wires, one for each cylinder. The center one was linked to another device (some kind of coil ?) either on the front, as in Martin's pic, or at the back of the engine, to a similar device. Hubert

Why do we have three spark plug wires exits, for a two-cylinders’ engine ? Enquiring minds want to know ? Hubert

Glad the massage proved successful, Rob 😉🤣 Hbert

Interesting, but a typical « TV show » video. Whilst repeating ad nauseam the same pieces of video, mixing the images of the F7U-1 and F7U-3 when commenting on either the -1 or the -3, it is also taking a totally biased view that there was nothing good in the Cutlass. It was plagued by poor Westinghouse engines, of insufficient thrust. Remember that the Skyray, the Demon, the Skywarrior were also nearly axed because of their inadequate Westinghouse engines, only they could be re-engined with the J-57, when the Cutlass’ airframe could not … It was also let down by its ambitious high-pressure hydraulic system, when manufacturing capacities were not yet able to produce the hardware. But all the issues of the hydraulic system led to improvements which served ALL the next generation airframes to this day. As for the « post-gyration » stall, or inertia coupling, or « Dutch roll », all new high-performance fighters of that time experienced these new aerodynamic phenomena to a higher or lesser degree. It nearly stopped the F-100, before developments ended making it the successful airframe it became. The Cutlass was an agile, and very sturdy aircraft when its engines and hydraulics let it fly long enough, and not a bad airframe at all. Its real design drawback was the inordinately long front landing gear leg, which was not up to the task of withstanding the stress of the carrier landings, and would, after some time, fail and trigger the ejection seat, which was not a « zero-zero » design, to the unfortunate surprise of its pilot. But then the front LG design was the result of the poor engines, and therefore Vought engineers had to increase the take-off incidence angle. Vought tried to bite a big bone at the time, and it proved too much for the contemporary advancement of aircraft industry. But Westinghouse were holding the shovel that dug its grave. Hubert

The first released batch. Anything older than this one, and you’re safe. I would venture that any one in a LHS or online is a « safe » one. If on auction sites, just check the manufacturing date … Hubert

They are fixed, btw, and make just a very narrow slot … Hubert

I am anything than a Phantom expert, but yes, AFAIK, the slats of the stabs are « inverted » compared to what we are used to. Hubert

One piece of advice - which seemed blindingly obvious with hindsight - I read from Marion Ball, one of the GREAT figure painters of the time, is that the eyes of real people are rarely fully open, and always partially covered by eyelids. Hard to paint, but it makes all the difference when you succeed in representing it … Worth a try on your moustached mechanic ? Hubert

Real improvement there, Carl 👍 ! Hubert

Great Progress Scott. I stumbled upon the same fit issue. Only I decided to remove the bleed fis and add new ones. I am probably trying to chew more than my bite, as I decided then it would be a good idea to represent the bleed fins in full, from the horizontal inlet on the side of the fuselage to the exhaust on top. They are IRL continuous and "S" shaped. Only then do I have issues with the compound shape of the fuselage ... This is where I stood when I moved house and then got plenty of life prioroties to keep me off continuing on this one, for the time being HUbert

Two words of advice Scott: 1) The first critical fit issue in the kit is the junction of the top and bottom fuses at the rear of the wings . Besides adding pressure, mine were not great and required a significant amount of filler, and rescribing 2) Second issue is the fit of the front fuselage and intakes. Mine require a 1.5 mm strip each side to ensure a flush fit between the fuse and intakes. And the vanes for the boundary layer exhaust are continuous between the intake wall and the front fuselage ... In theory they are "S" shaped from the face entry to the exit on the top fuselage. 3) Just remember that the "cross" of the engine faces should be vertical. I forgot about it, and although barely visible, I know I got it wrong, and that upsets me no end ! HTH Hubert