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Found 11 results

  1. Hi folks!! Well its the first day of 2021 and we already have a few great news of upcoming releases!! We could use this topic for post all news that will appear this yes... But for now we already got announced for this year 1:32 P-40B from Great Wall Hobby 1:35 (YES, 1:35) - Bf-109 G-6 from Border Models 1:35 (YES , 1:35) - JU-87G also from Border Models. Also saw on Revell newsletter that they are reissuing the 1:32 Gloster Gladiator (ICM models). A very good start!!
  2. Here is the roll-out of my Mirage III CJ of the Israeli Airforce which will be part of the Mirage SIG in Telford this year. I won’t tell any more details of the build here. This can be read in the work in progress category: So here are the roll-out pictures: And finally 2 fotos of real IDF Planes: One showing how less weathered they were - even on the undersides and being in combat - and the other one from the aircraft I built: That’s it and now up to the next: Happy modeling!
  3. For the Telford Mirage SIG this year I will build an Israeli Mirage IIIC with Atar9C engine. It will wear the colorful yellow triangles and 12 killmarks. There are several goodies I have bought for the build: Isracast/ Isradecals: - Shahak-Book - Shahak-Decals - Atar9C-Conversion - MB Mk4-Bangseat - Shafrir2-Missles Eduard: - Wheels - Interior Set - Exterior Set - Seatbelts - Masks Master: - Pitot Matterhorn Circle: - Atar9C-Exhaust AK: - Colors
  4. Here's the latest model off the bench - Italeri's 1/32nd F-35A Lightning II. This was built out of the box, with the exception of Eduard's seat belt and cockpit set. The kit itself goes together really well, with the only filler being needed on the fuselage to wing join which wasn't the best. There's lots of nicely moulded detail in the landing gear and weapons bays, which with some careful painting comes up well. The most time consuming part of the build was the painting process - it took hours, and hours, and hours, and hours... you get the idea... of masking the RAM panels. I went for an early-build RAAF machine provided in the kit, which has the higher-contrast paint job. More recent deliveries have a far less contrasting paint finish which would have made life a good deal easier. Still, I think the earlier schemes are more pleasing on the eye. Apparently the jet pipe is a little undersized, but I didn't bother replacing it. Detail is a bit soft here to be fair, and the exhaust is the weakest part of the kit. Overall though, a nice and simple build, that takes up a lot of room on the display shelf! Regards to all, Tom
  5. Ok, so Martin and I have been talking about Starfighters lately. That sort of pushed this to the front of the queue on my end of what I wanted to start next. I won't be getting too crazy with the build as far as AM goes: There's a resin burner can, wheels and PE bits for the IP and seats. For markings, I'm using the Canuck Models decal sheet There's only one problem. There aren't enough markings in the set for a complete plane. I'm going to have to splice something together once I get that far in the build. Onto the subject I want to build. Originally I thought of doing 12641 which is outside the Canadian Warplane Heritage Museum. But the insufficient number of decals put pause to that. 641 would have been beat too as it's the same code on my CT-133. Then I read about 12666 which was nicknamed Triple Sick. In the book "Starfighter" the pilot mentions how after he crashed the plane, the ground crew would buy him beers as they were so happy they no longer needed to work on the plane as it had a rep for being a pain to maintain. Hopefully that won't translate into my build of her. Carl
  6. Italeri 1/32 F-104G/S Starfighter Art.No 2502 Finally a new Large Scale Starfighter kit!!! Introduction (mostly courtesy Wikipedia) The Lockheed F-104 Starfighter is a single-engine, high-performance, supersonic fighter aircraft originally developed for the United States Air Force (USAF) by Lockheed. One of the Century Series of aircraft, it was operated by the air forces of more than a dozen nations from 1958 to 2004. Clarence "Kelly" Johnson, the chief engineer at Lockheed's Skunk Works, visited Korea in December 1951 and spoke with fighter pilots about what sort of aircraft they wanted. At the time, the U.S. pilots were confronting the MiG-15 with North American F-86 Sabres, and many of the American pilots felt that the MiGs were superior to the larger and more complex American design. The pilots requested a small and simple aircraft with excellent performance. Armed with this new-found information, Johnson immediately started the design of such an aircraft, following his return to the United States. In March, his team was assembled; they studied several aircraft designs, ranging from small designs at 8,000 lb (3,629 kg), to fairly large ones at 50,000 lb (23,680 kg). In order to achieve the desired performance, Lockheed chose a minimalist approach: a design that would achieve high performance by wrapping the lightest, most aerodynamically efficient airframe possible around a single powerful engine. The engine chosen was the new General Electric J79, an engine of dramatically improved performance compared to contemporary designs. Because of that high-performance approach, the aircraft was a handful to fly during it’s entire career. That became most obvious in German service, they lost a total of 298 Starfighters! The Spanish, on the other hand, lost none. Keep in mind though that the Germans (and Canadians, Dutch and Belgians) used the aircraft amongst other tasks in the strike role. Low-level through the bad weather of North-West Europe… To help (would-be) Starfighter pilots in staying on top of their steed, a series of cartoons were drawn with hints and tips. “Snake sez:” http://www.916-starfighter.de/cartoons%20.htm Early Starfighters used a downward-firing ejection seat (the Stanley C-1), out of concern over the ability of an upward-firing seat to clear the "T-tail" empennage. This presented obvious problems in low-altitude escapes, and some 21 USAF pilots failed to escape their stricken aircraft in low-level emergencies because of it. The downward-firing seat was soon replaced by the Lockheed C-2 upward-firing seat, which was capable of clearing the tail, although it still had a minimum speed limitation of 104 mph (170 km/h). Many export Starfighters were later retro-fitted with Martin-Baker Mk.7 zero-zero ejection seats, which had the ability to successfully eject the pilot from the aircraft even at zero altitude and zero airspeed. The initial USAF Starfighters had a basic AN/ASG-14T ranging radar, TACAN, and an AN/ARC-34 UHF radio. The later international fighter-bomber aircraft had a much more advanced Autonetics NASARR radar, an advanced Litton LN-3 Inertial Navigation System, a simple infrared sight, and an air data computer. In the late 1960s, Lockheed developed a more advanced version of the Starfighter, the F-104S, for use by the Italian Air Force as an all-weather interceptor. The F-104S received a NASARR R21-G with a moving-target indicator and a continuous-wave illuminator for semi-active radar homing missiles, including the AIM-7 Sparrow and Selenia Aspide. The missile-guidance avionics forced the deletion of the Starfighter's internal cannon. In the mid-1980s surviving F-104S aircraft were updated to ASA standard (Aggiornamento Sistemi d'Arma, or Weapon Systems Update), with a much improved, more compact FIAR R21G/M1 radar. The basic armament of the F-104A was the 20 mm M61 Vulcan Gatling gun. This weapon frequently had shell ejection problems resulting in avionic problems and crashes. Therefore, the F-104A mostly didn’t carry the gun early in it’s career, carrying ballast weight instead. Some F-104A’s never even did receive the gun! The Starfighter was the first aircraft to carry the new weapon, which had a rate of fire of 6,000 rounds per minute. The cannon, mounted in the lower part of the port fuselage, was fed by an ammunition drum behind the electronics-bay aft of the cockpit. It was omitted in all the two-seat models and some single-seat versions, including reconnaissance aircraft and the early Italian F-104S; the gun bay and ammunition tank were usually replaced by additional fuel tanks. Two AIM-9 Sidewinder air-to-air missiles could be carried on the wingtip stations, which could also be used for fuel tanks. The F-104C and later models added a centerline pylon and two underwing pylons for bombs, rocket pods, or fuel tanks. The centerline pylon could carry conventional munitions or a nuclear weapon. A "catamaran" launcher for two additional Sidewinders could be fitted under the forward fuselage, although the installation had minimal ground clearance and made the seeker heads of the missiles vulnerable to ground debris. The production versions were: F-104A; A total of 153 initial production versions were built. The F-104A was in USAF service from 1958 through 1960, then transferred to ANG until 1963 when they were recalled by the USAF Air Defense Command for the 319th and 331st Fighter Interceptor Squadrons. Some were released for export to Jordan, Pakistan, and Taiwan, each of whom used it in combat. In 1967 the 319th F-104As and Bs were re-engined with the J79-GE-19 engines with 17,900 lbf (79.6 kN) of thrust in afterburner; service ceiling with this engine was in excess of 73,000 ft (22,250 m). In 1969, all the F-104A/Bs in ADC service were retired. On 18 May 1958, an F-104A set a world speed record of 1,404.19 mph (2,259.82 km/h). F-104B; Tandem two-seat, dual-control trainer version of F-104A, 26-built. Enlarged rudder and ventral fin, no cannon and reduced internal fuel, but otherwise combat-capable. A few were supplied to Jordan, Pakistan, and Taiwan. F-104C; Fighter-bomber versions for USAF Tactical Air Command, with improved fire-control radar (AN/ASG-14T-2), centerline and two wing pylons (for a total of five), and ability to carry one Mk 28 or Mk 43 nuclear weapon on the centerline pylon. The F-104C also had in-flight refuelling capability. On 14 December 1959, an F-104C set a world altitude record of 103,395 ft (31,515 m), 77 built. F-104D; Dual-control trainer versions of F-104C, 21 built. F-104G; 1,122 aircraft of the main version produced as multi-role fighter-bombers. Manufactured by Lockheed, and under license by Canadair and a consortium of European companies which included Messerschmitt/MBB, Dornier, Fiat, Fokker, and SABCA. The type featured strengthened fuselage and wing structure, increased internal fuel capacity, an enlarged vertical fin, strengthened landing gear with larger tires, and revised flaps for improved combat maneuvering. Upgraded avionics included a new Autonetics NASARR F15A-41B radar with air-to-air and ground mapping modes, the Litton LN-3 Inertial Navigation System (the first on a production fighter), and an infrared sight. RF-104G; 189 tactical reconnaissance models based on F-104G, usually with three KS-67A cameras mounted in the forward fuselage in place of cannon. In Dutch service the camera-bay was removed and the cameras placed in the Oude Delft Orpheus-pod, making the employment of cameras more flexible and mission-specific. F-104F; Dual-control trainers based on F-104D, but using the upgraded engine of the F-104G. No radar, and not combat-capable. Produced as interim trainers for the German Air Force. All F-104F aircraft were retired by 1971; 30 built. TF-104G; 220 combat-capable trainer version of F-104G; no cannon or centerline pylon, reduced internal fuel. One aircraft used by Lockheed as a demonstrator with the civil registration number L104L, was flown by Jackie Cochran to set three women’s world speed records in 1964. This aircraft later served in the Netherlands. F-104J; Specialized interceptor version of the F-104G for the Japanese ASDF, built under license by Mitsubishi for the air-superiority fighter role, armed with cannon and four Sidewinders; no strike capability. Some were converted to UF-104J radio-controlled target drones and destroyed. Total of 210 built, three built by Lockheed, 29 built by Mitsubushi from Lockheed built components and 178 built by Mitsubishi. F-104DJ; Dual-control trainer version of F-104J for Japanese Air Self-Defense Force, 20 built by Lockheed and assembled by Mitsubishi. CF-104 (see: http://en.wikipedia.org/wiki/Canadair_CF-104 ); 200 Canadian-built versions, built under license by Canadair and optimized for both nuclear strike and 2-stage-to-orbit payload delivery, having NASARR R-24A radar with air-to-air modes, cannon deleted (restored after 1972), additional internal fuel cell, and Canadian J79-OEL-7 engines with 10,000 lbf (44 kN)/15,800 lbf (70 kN) thrust. CF-104D; 38 dual-control trainer versions of CF-104, built by Lockheed, but with Canadian J79-OEL-7 engines. Some later transferred to Denmark, Norway, and Turkey. F-104S (see: http://en.wikipedia.org/wiki/Aeritalia_F-104S ); 246 Italian versions were produced by FIAT (one aircraft crashed prior to delivery and is often not included in the total number built). Forty aircraft were delivered to the Turkish Air Force and the rest to the Italian Air Force (Aeronautica Militare Italiana). The F-104S was upgraded for the interception role having NASARR R-21G/H radar with moving-target indicator and continuous-wave illuminator for SARH missiles (initially AIM-7 Sparrow), two additional wing and two underbelly hardpoints (increasing the total to nine), more powerful J79-GE-19 engine with 11,870 lbf (53 kN) and 17,900 lbf (80 kN) thrust, and two additional ventral fins to increase stability. The M61 cannon was sacrificed to make room for the missile avionics in the interceptor version but retained for the fighter-bomber variants. Up to two Sparrow; and two, theoretically four or six Sidewinder missiles were carried on all the hardpoints except the central (underbelly), or seven 750 lb (340 kg) bombs (normally two–four 500–750 lb/227–340 kg). The F-104S was cleared for a higher maximum takeoff weight, allowing it to carry up to 7,500 lb (3,400 kg) of stores; other Starfighters had a maximum external load of 4,000 lb (1,814 kg). Range was up to 780 mi (1,250 km) with four tanks. F-104S-ASA (Aggiornamento Sistemi d'Arma – "Weapon Systems Update"); 150 upgraded F-104S with Fiat R21G/M1 radar with frequency hopping, look-down/shoot-down capability, new IFF system and weapon delivery computer, provision for AIM-9L all-aspect Sidewinder and Selenia Aspide missiles. It was first flown in 1985. F-104S-ASA/M (Aggiornamento Sistemi d'Arma/Modificato – "Weapon Systems Update/Modified"); 49 airframes upgraded in 1998 to ASA/M standard with GPS, new TACAN and Litton LN-30A2 INS, refurbished airframe, improved cockpit displays. All strike-related equipment was removed. The last Starfighters in combat service, they were withdrawn in December 2004. USAF’s Air Defense Command used the F-104A as interceptor, Tactical Air Command later as a ground support aircraft. No wonder the USAF wasn’t too thrilled about it. ADC used it as if they used a Formula-1 car in the Daytona-500, while TAC tried to use that same Formula-1 car in the World Rally Championship! The endurance, fire control system and the gun with 2 short range heat-seeker weren’t sufficient to intercept enemy bomber streams and be able to down enough of them over the vast expanses of North America, just as 3 hardpoints and the ability to scream very fast in a straight line don’t make for the best ground-support aircraft. It really was the aircraft the pilots in Korea had wanted; the tool to kill MiG’s! And not because of superior manoeuvrability, but because of speed, thrust, employing the vertical, energy manoeuvring, and the ability to have 100 20mm shells in one place of the sky after a 1 second burst… So why would the upgraded F-104G be what the NATO-air forces needed? Two words: Point-defense and Nuclear-strike. You can use an F-104 to intercept and down enemy aircraft, provided you have enough of them and employ them in a smaller geographical area. Say like North-Western Europe where almost all air forces use some squadrons of them in the air-defense role! Likewise, having only three hardpoints isn’t that much of a drawback if you use two of those for extra fuel and the remaining one for a tactical nuclear weapon that you want to be delivered very fast flying ultra-low into the rear areas of the enemy! Notice that for the more conventional air-to-ground work those air forces almost all employed a second type. At first often the venerable Republic F-84F Thunderstreak and later the Northrop F-5 , Mirage 5 or Fiat G-91. The Kit So, on to the kit. For a long time, we had to make do with the venerable Hasegawa model. With enough tender, loving care, a stunning model could be made from that kit. The new Italeri model is much better but in my opinion, still needs some TLC to make it really stunning. Spoilt as I am with the latest models from Tamiya and Wingnut Wings, it is apparent that this model falls a bit behind in the state of the art of injection moulding. You can see that in the slightly larger panellines, the slightly heavier details and a sinkmark here and there. Make no mistake; this is while comparing it to the leaders in the industry; I’m still very enthousiastic about this kit! What I am a bit dissapointed about is the lack of parts for other than Italian F-104G’s. There are decals for a Dutch interceptor, but no Aero 3B under belly launchers as were used by the Dutch. (Copyright by one of the contributors on the Facebook Klu F-104G page) Markings for a German Marineflieger F-104G but no Kormoran missile with launcher. And only ECM parts for the Italian versions. So you should come to know your F-104G intimately if you want it to be correct! On the other hand, Italeri is the first manufacturer that gives us underwing tanks! Hooray!!! In addition to that you get a J-79 engine which you can showcase on it’s own dolly, the tail piece has it’s own dolly too, an entry ladder is provided, you have the opportunity to show off the M-61 Vulcan gun, the avionics compartment, pose the airbrakes open and position the flaps and slats to your liking. The packaging is very good. The large sprues are packed in their own bags while the small sprues are packed per two. The photo-etch and clear parts are thoughtfully packed in their own bags which are glued to a cardboard filling piece, immobilizing these parts while also locking the regular light grey parts in. The plastic is softer than Hasegawa’s, I’d guess as soft as Wingnut Wings plastic. Sprue A gives us the fuselage halves, the cockpit tub, intakes and the main landing gear box and it’s wheel doors. Bulged and flat. The kit doesn’t provide you with parts for the NASARR radar antenna. Personally, I don’t mind because detailing that part means you have to keep the nose cone off the model, ruining the sleek Starfighter line. There are two types of intakes; for the F-104G (top) and for the F-104S that were slightly different in design for the uprated engine. The give-away is the rectangular intake access door. The consoles of the cockpit tub share some resemblance to the side consoles of F-104G’s that were photographed for Daco Publications’ “Uncovering the Lockheed (T)F-104G Starfighter” by Danny Coremans and Peter Gordts. During their lifetime the F-104G’s of different users did receive different updates and different lay-outs of some panels, so it can be that the consoles are correct for an Italian version! Main wheel doors are supplied for both the “fat-wheeled” F-104G’s and the “skinny-wheeled” CF-104. Some CF-104’s were later sold to Denmark to fill in for the losses of original F-104G’s. Visible here is the shock cone, and the blanking plate for the gun trough. The F-104S had to give up it’s gun for the systems that enabled it to shoot the Sparrow, but it’s also a nice bonus for the modellers that want to build an RF-104G. Or for the spares box, if Italeri brings out an F-104C you could use it to backdate it to an early F-104A… A view of the gun trough to be used on the F-104G and the instrument panel coaming which "canvas" part I don’t regard as particularly accurate… And the “business end” of the gun port. It would benefit from some fine adjustment. The main wheel well with it’s detailing. I will sand away the detail that’ll be visible on the model and replace it with copper wire or such. What you also see is the peculiar solution Italeri thought up for the intake trunks. There is trunking to the front bulkhead of the main gear well, then empty space. At the rear bulkhead of the MLG the trunking re-appears and leads to the compressor of the engine! But no worries, you’d have to put an endoscope into the intakes to even see that. This photo shows the rather nice edge to the cockpit and avionics bay. But be careful while snipping away the part from the sprue! A view of the panel lines of the fuselage. They are somewhat highlighted by the photography but you’re right if you find them pronounced. I wonder how they’ll look with paint on it. In any case; the glossier the scheme, the more visible the edges of the panels will be. Sprue B contains the tailsection, wings, main landing gear, airbrakes and some other stuff. The underside of the wing. Looking at the Daco book, the ovoid panel with the three double row of rivets seems to be particular to the F-104S. I will fill these. The wings also feature separate flaps and slats. The ailerons are moulded in with the rest of the wing. I like the addition of boundary layer control exhaust ports on the top of the slats. Inner sides of the tiptanks with “weld seams”. These could do with some toning down. The instrument panel. According to Verlinden’s Lock-On on the F-104G Starfighter, the IP is correct for an interceptor. The difference with a fighter-bomber is really small. The interceptor has a bank of lights where the fighter-bomber has a ground speed indicator. The nice control stick with the accurately moulded plastic cover. If you’ve fitted the parts of the cover together, don’t eradicate the seam but make it look like a zipper as the original has! Between the control stick parts you see the throttle. The flap lever that lives to the left of the throttle has to be scratch built. The inside of the MLG-door that stays open. Some slight punchmarks can be seen. Try to scrape them gently away with a no.15 Swan & Morton scalpel. The main landing gear. The mould seam is a bit pronounced here. Doesn’t have to be a problem, really, but the shape of the part doesn’t make it any easier! Sprue C; the furniture, the computer and the big gun! Left the hatch that goes over the ammo-bin and right the hatch that closes over the avionics compartment. The zippery panel line on the ammo hatch is –as you’d expect- indeed the hinge of the panel! My advice is to keep this panel closed, you’ll see a hint of the ammo bin but not that it’s not a separate part! The avionics bay is a different story altogether…. The avionics bay with it’s modular boxes is a bit of a mixed bag. I’m happy it’s included, and the lay-out is correct. From left to right: circuit breaker box (different configurations were used), a typical configuration of “F-104 Jeep Can” modules in the middle section with a correct representation of the Litton LN-3 inertial navigation platform on the lower left hand side and on the right the ammunition box. But….. I’m convinced that in 1/32nd scale the shallowness of the part will be all too obvious, so I will be scratchbuilding a proper bay with proper “Jeep Cans” and assorted wiring. When comparing the “T-handles” on top of the boxes with photos they lack finesse. Here you see the Martin-Baker ejection seat as used by the Italians, the Germans and –later- the Danes. I suspect that since these countries sold F-104’s to Greece and Turkey that they flew (at least partly) with M-B seats too. Also visible are the parts for the M-61 Vulcan gun. See the Ejection Site for photos of the Martin-Baker Mk.GQ-7A: http://www.ejectionsite.com/gq7a.htm (Copyright Mark Verbeek) As you see, you can do a LOT to dress the seat up! The side-walls of the nose landing gear. And the nose landing gear itself. Sprue D: More furniture, wheels, fuel cans and rockets. X2 Here we see the parts of the Lockheed C-2 ejection seat. Some things are a bit strange with this assembly. First; there is a cushion for the seat back provided. Only, with this seat, the back rest was the parachute itself which the pilot wore on his back. And second; Italeri directs you to glue some vague belts/webbing to the seat. In fact that is a sorry representation of the webbing that extends forward on ejection to prevent that the pilot’s arms are being pushed to the side and the back. There is a company that refurbishes C-2 seats that you can buy. One of them I came across on the internet shows this webbing to good effect. Just ignore the chrome! (Copyright AvionArt International BV) Normally the seat would look more like this, albeit with the webbing tucked away somewhat neater: (Copyright Mark Verbeek) See the Ejection Site for more: http://www.ejectionsite.com/vbar_sg.htm Here you see the MLG wheels in the kit. Italeri directs you to use the star-shaped wheels for the F-104G’s and F-104S’s but to use the thinner round disc wheel for the CF-104! That is unfortunately inaccurate. The CF-104 did have thinner wheels than the F-104G and S but they were of the same design. The wheels Italeri wants you to use are in fact F-104C wheels. The sprue further contains accurate underwing tanks with the accompanying pylons. Don’t forget that the CF-104, F104G/J/S had the pylons perpendicular to the ground. Only the F-104C had it’s pylons perpendicular to the underside of the wing! Sprue E is the engine sprue. And a nice engine it is! Sadly, the invisible parts look better than the visible…. On the right you see the compressor first stage; the part of which I told you that you’ll need an endoscope to see… Next to it is the “engine-side” of the short exhaust nozzle as used on most F-104G’s. The actuators of the nozzle-blades do look a bit heavy. This is that same nozzle. Aside from the heavy inner detailing you’ll also notice that it’s almost completely closed. That would mean that the engine is running at almost full military power… Nice if you put in a pilot and make a flying display of your Starfighter, but not so great if you want to pose it on the tarmac, canopy and gunbay open. Or even with the tail off the model… The part does look correct however, with the right amount of nozzle blades. Personally, I'll fit the Aires F-104 exhaust nozzle for the Hasegawa F-104. The very nicely moulded last engine stage with flame holder. Because it sits so deep in the engine it’ll look stunning when painted right. Okay, okay, you may need your endoscope for that part, too… On this photo you see the exterior of the General Electric J-79 engine. If you want, a stunning model can be made of it. Below that a picture of the delicate inner detail of the afterburner section which mimics the indentations of the original really well! What we finally have on this sprue is the inner nozzle on top and the second type of nozzle for use on the F-104S. This is also the nozzle if you build a later German F-104G since they were re-engined with a later version of the J-79 that also had that longer nozzle. Also provided is an entrance ladder for the cockpit. If I’m not mistaken, these same ladders were used in the Netherlands for the F-16’s when they came. A very welcome addition indeed! Sprue F contains the transparencies. They look commendably thin and extremely clear: The nice thing is that Italeri also gives us the parts for the canopy defogging system, the canopy lock guide, the manual lock and the pyrotechnic charges that are used to eject the canopy! Furthermore Italeri provides a PE-fret. To be honest: most of these parts are of very limited value. There are some small parts that you need to detail the canopy as I mentioned above, but the belts, instrument panel and side consoles don’t add anything useful in my opinion. There are two large sheets of decals with markings for 10 Starfighters and stencilling included. The markings are for 3 Italian F-104G’s, 2 Italian F-104S’s, a Greek, Belgian, Dutch and German Marineflieger F-104G and finally an aluminium CF-104. “Designed and printed by Cartograf” is mentioned on the sheets. That means that the decals are very good indeed. Mistakes can slip in, however. For instance, the registration on the fuselage of the Dutch F-104 is way too small. It may be sized for 1/48 but certainly not 1/32… Secondly I don’t know what Polly has been smoking, but normally he has a different expression in his eyes…. (Second Polly by Dutch Decal: http://forum.largescalemodeller.com/topic/1746-dutch-decal-dd-32014-f-104g-starfighter/ ). At first I suspected a c***-up with the Belgian markings too, but during the transition from NMF to the SEA-schemes, FX-12 did in fact fly with large roundels and large registration! A special scheme, indeed! But if you really want to know that your decals are meticulously researched; you should turn to DACO Productions for your Belgian and German F-104G decals. Danny didn’t print his Luftwaffe Starfighter decals because he was still trying to find out what 1 “zap” on 1 F-104G had looked like…. For the Dutch version I suggest you turn to Dutch Decal. The total package of the kit is round out with a nice booklet that gives some information and a nice walk-around. Conclusion: Recommended Here and there it falls a bit short in the fine details in my opinion. On the other hand, what is provided looks accurate in my eyes, although the C-2 seat is a bit awkward as provided/designed by Italeri, but a nice enough starting point nonetheless. The kit is clearly very much more advanced than the Hasegawa kit. The only thing is to refine some parts. However, do shop around in regard to prices. I have seen it offered in the Eurozone for as much as €95,- but also for €75,-! I think the first price is rather steep, the second acceptable. Thanks to Creative Models Ltd. / Italeri for supplying the review sample! Erik B. References: Lock On No. 1 F-104G/J Starfighter, Verlinden Publications, 1983. Uncovering the Lockheed (T)F-104G Starfighter, Danny Coremans & Peter Gordts, DACO Publications, 2012. Wikipedia.
  7. Hi all this is my first build on here so I thought I'd bring some armour to the party Italeri's 1/35 Tiger 1 I'm planning to do a Normandy or Italy tiger to go with a Sherman firefly I have to build
  8. Great news on the jet-front: http://www.italeri.com/news_scheda.asp?idNews=643 http://www.italeri.com/imgup/Preview%20Italeri%202016%281%29.pdf
  9. Eduard/Brassin 632 046 F-104G/S wheels for 1/32 Italeri kit Available from many online-stores or direct from Eduard for €11,25 With the arrival on the scene of the Lockheed F-104G Starfighter, a wider main wheel was designed as the F-104G was from the outset meant to be not only a point-defence interceptor but also a ground-attack aircraft. As can be understood, extra fuel tanks and air-to-ground weaponry put a larger strain on the landing gear than a clean configuration with two Sidewinders or with only tiptanks and Sidewinders. Did the earlier F-104A and F-104C have closed wheel hubs, this variant did feature (cooling) holes in the hubs. The Brassin resin is again stunning in it's detail and features two halves to the hubs and separate tires with excellent tread detail. I think that pictures do say more than 1000 words in this case. The outside hubs of the main gear: The insides with the brake details: The MLG tire with all logos and moulded-in tire information: For the nose wheel you have the choice between a "spoked" version and a closed version. The kit nose wheel is incorrect in that it has spokes on one side and is smooth on the other. And the nosewheel tire: There is one thing to keep in mind with this type of wheel; because it was wider than preceding wheel, the larger of the main landing gear doors were finished with a nice bulge to create room for the wheels. However, the Canadian CF-104's and the Japanese F-104J's were fitted with the same pattern hubs, only these were as slim as the earlier designs. Consequently, the CF-104 and the F-104J did not have the bulged main landing gear doors. Of course, there are Always exceptions to the rules; as far as I have understood, the Danes did retrofit their CF-104's with the wider wheels. The Norwegians, who also bought surplus CF-104's from the CAF didn't and kept the narrow wheels and the flat doors! https://www.youtube.com/watch?v=mhdAX8WHzBk Those wishing to make the correct wheels for the CF-104 or F-104J might consider getting Brassin 632 045: ...and using the slimmer tires with the hubs from this set. I don't have 632 045 but presume that the MLG tires are indeed slimmer! Of course, you might have to sand down the backs of the hub-parts to make them fit the tires... Very Highly Recommended! Our thanks go to eduard for supplying the review sample.
  10. 1:48 Westland Wessex HAS.1 Italeri Catalogue # 2744 Available from Hannants for £29.99 The Wessex helicopter was built by Westland Aircraft under licence from Sikorsky, being a development of their S-58. Where the Wessex varied though was with its engine installation. Instead of the standard piston engine used on the Sikorsky, Westland modified the Wessex to incorporate two Rolls Royce Gnome turboshaft engines. After first flights on the prototype in 1958, the Wessex was commissioned for service in 1961 and was remained in production up until 1970. It was eventually withdrawn from British service in 2003, when a total of 356 had been built. The Wessex served with distinction in a number of frontline campaigns with both the Royal Navy and Royal Air Force, seeing service in Northern Ireland, the Falklands campaign, and the Borneo campaign. They were also used in a large variety of roles, such as air-sea rescue, as well as providing flight aircraft for the Royal Family. In their intended military roles, they excelled, providing excellent battlefield support for troop supply. The HAS.1 version which is the subject of this kit, was operated by the Royal Navy, and was designed for anti-submarine warfare. A number of these were later converted to HAS.3 standard advanced avionics. When this one rolled up direct from Italeri, it sort of kindled an interest in Cold War copters that I never really knew I had. I've seen the Wessex in museums, and had always been impressed with it visually, but I never contemplated actually looking at a kit, with a view to building one. I always sort of put it off due to the nature of the rotors, and the space these models can occupy, plus their inherent fragility. Now I had one in my hands, there was no excuse. I could finally take a good look at something without a fixed wing! Italeri pack this into a nice, rigid box with a top lid (take note Revell!), and the artwork shows a couple of these machines flying low over the sea. The side of the box shows the FOUR schemes available for this release, and they do provide a good variety of quite stark differences in colour, so there should be something here to appeal to you. Inside the box, the FIVE sprues aren't individually bagged, except for the clear sprue which is separately packed, and then inserted within a sleeve containing two other sprues. The second bag of sprues contains two identical sprues which include the rotor blades, and also a small piece of plastic mesh. Despite not being individually bagged, the parts themselves seemed not to have suffered, although one part had become detached from its sprue. Apart from the clear parts, the remainder of this kit is moulded in a light grey styrene. SPRUE A This is the largest sprue in the box, and obviously contains the meatier components for the Wessex. In this case, the most obvious are the fuselage halves. The external surface of these parts has a slight texture to them. It's hard to explain. They are smooth to the touch, but most definitely a visible patina. Detail is actually very good, with neatly engraved panel lines, and fine rows of recessed rivets. Notice how the nose, which carries the engines, is moulded as a separate part here, and the inclusion of an integral tail wheel strut. This means you won't have to fit this finicky part, and the moulding itself is detailed and robust. Other detail such as the tail folding hinges are sharp and look very realistic. Internally, there are a number of moulded structures representing the framework, but these are interspersed with a number of prominent ejector pin marks. How easily these will be hidden by the internal floor or other parts, I really can't tell. What is missing here are the various cables which would be clipped around the frames. You'll need some lead wire at the ready to properly detail this. The external lower fuselage is also moulded as a separate part, included on another sprue. A number of holes will need to be drilled from within the fuselage, to allow for the outfitting which is specific to this release. Those hole positions, internally, are moulded for guidance. Despite the forward and upper canopy windows being a single piece which is later fitted, the glazed pilot access side doors are separate, and here, the fragile frameworks are also integrally moulded. Those doors can be posed in either an open or closed position. The question of course is what detail will you see inside this model? Whilst I certainly think that this model can hold its own in most respects, I imagine Eduard will eventually tackle this with their sets. At the moment, the closest they sell is an upgrade for the HAS.3 variant. I can't tell you how compatible that actually is. Still, Italeri do actually provide a reasonable multimedia cockpit of their own here, with a small PE fret inclusion. As for the plastic, let's see. Only a number of cockpit parts exist on this sprue, and those that do, namely the cockpit floor with moulded central console, and the overhead instrument panel (which fits into canopy roof), have some superbly defined and beautifully moulded detail. It really isn't too shabby at all, and will look great with some careful painting and dry-brushing. A blank instrument panel and separate coaming are supplied. Two options are supplied for finishing this. You can either apply a fully printed decal which of course is the easiest route, or you can apply a decal with just the dials, which is then faced with a photo-etch instrument panel. Of course, the latter option is the best, and certainly the most realistic. The instrument decals themselves aren't too bad, but I may use some Airscale decals here for extra authenticity. The main interior bulkheads and floors are included here, and the depiction of both quilted cockpit back bulkhead and upper cargo ceiling, plus the cargo floor with its numerous access panels, are certainly more than passable. The quilting will look good with some randomized highlighting and a subtle wash. Other parts on this sprue include a beautifully moulded exhaust grille for the rear of the turbo/transmission unit. The louvres on this are exceptional, and all moulded 'open', and not solid. You will also find a neatly moulded rear rotor and various parts concerning the turbo and transmission unit. Detail is sharp and very much up to spec with what you would expect from a modern tooling. Italeri have also moulded the main rotor hub as multipart, but one of the vertical pins on mine hasn't been moulded properly, and will require me grafting on either a metal or plastic rod. A very nice touch is the inclusion of the mesh roof which surrounds the point where the rotor drive shaft protrudes. This is moulded as a frame, and onto this fits a photo etch screen. SPRUE B Here you will find the nose of the Wessex, moulded as halves, and including a separate, hinged forward access panel. Into here fits the radiator screen, and the plastic mesh which is included. This needs to be cut to shape before installation, and as it's styrene, regular glue will do the job. Exterior detail on the nose, is excellent, with sharply defined pane lines and access panels. Remember me mentioning the separate fuselage underside? Well, here it is, and this is one seriously detailed part, as the photos here show you. Other sprue parts include the main cargo bay access door (which can be posed open or closed), external plumbing, rail and undercarriage strut parts. SPRUE C This is our clear sprue, and contains all the various canopy and side window transparencies. The internal side glazings are applied from within the fuselage, and you'll need to mask the window off internally in order to hide the bare plastic window rebate. Check out Eduard's masking set for this. The main canopy is excellent, with clearly defined framing and riveting lines. All clear parts have extremely good transparency, and there's nothing here that would unduly worry me. SPRUE D (x2) Unlike some manufacturers, Italeri have realised that modellers hate to have to try and bend the rotors of these machines into a drooped fashion that you see when they are at rest. Here, you'll find the rotors are already moulded with this droop! These parts are also very detailed too; just look at the rotor connection point. One thing I'm unsure of is whether the blades can be fitted in a folded fashion. I imagine it is possible, with a little work. The instructions only show them deployed. As well as some pretty reasonable looking weighted wheels, two rather poor-looking multipart crew seats are included. These will need some prettying up to make them look good, but the inclusion of photo-etch seatbelts will go a long way to helping in this department. The exhausts that protrude from the Wessex's forward side area are moulded as halves, allowing for a nice hollow stack. Of course, you will then have to deal with the internal seams, but this should be relatively easy. The remainder of the sprue is taken over with numerous small parts for both internal and external placement. PLASTIC SUMMARY There really isn't too much to fault with regards to production. A little flash is present here and there, but will be easy to remove. No visible sink marks can be seen either. There are a few niggling ejector pin marks on some key areas, and this is my only real criticism of the overall standard of manufacture. PHOTO ETCH A single fret is supplied, in bare brass. This contains SIXTEEN parts, including the instrument panel, seatbelts, exterior mesh for rotor drive shaft area, and a screen which fits to the external canopy, shielding the rear of the ceiling instrument console. DECALS Just one decal sheet is included with this release, printed by Zanchetti Buccinasco of Italy. These appear to be a little thicker than I am used to seeing, but the printing quality looks great, with minimal carrier film, solid colour and perfect registration. As well as the decals for the four schemes, a full set of very extensive stencils is also included. The four schemes on offer with this release are: H.M.S. Hermes SAR 1970 845 NAS, H.M.S. Bulwark, Borneo, 1962 814 NAS, H.M.S. Victorious, 1961 845 NAS, Asia, 1962 Instructions Italeri's instructions are superbly clear and concise, with all constructional stages being illustrated as easy-on-the-eye line drawings, which incorporate extra views which show you some of the smaller areas of note. Colour codes are given for Italeri's own brand of paint, as well as FS codes, and notation is sprinkled throughout the constructional images. A stencil placement sheet is supplied, as are a page for each of the schemes, although these are printed in greyscale. Colour would have been nice. Conclusion This is actually a very nice kit, and will build into a splendid model of the Wessex without any extra purchases. My reading about the initial 2012 release (under a different marque) shows that the kit is itself thought to be a generally accurate depiction of the Wessex, and from what I've seen with this kit, I have to say that I'm pretty impressed with the levels of detail on offer. I would have liked to have seen an engine with this, and perhaps it is indeed offered by an aftermarket company. I will have to see what's available. It also retails for a very reasonable price, and for what you get in the box, I'd have to say that this is one you really should pick up and try. I think my first helicopter build isn't too far away. Highly recommended My sincere thanks to Italeri for this review sample. To purchase directly, click THIS link. James H
  11. Hi all, While going through the storage I stumbled on a stalled build. Started 8 years ago. Time to finish it! It's the Italeri Semovente with Friul tracks, Eduard PE, Black Dog stowage set and a metal / brass barrel. And the best walk around you can think of is this video: (Tip: turn of sound)
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