Modeler Heinkel He-100, as supplied to Japan.

OK. Tagged as a WIFing Neophyte, I felt that I had to take action, so here is my WIFing history.

Firstly my real name is Jim Bricknell. I am a long time member of IPMS UK. I am also an Air Traffic Control Officer with the UK NATS, and have been based at the Shanwick Oceanic Air Traffic Control Centre for the last seventeen years. So if any of you are members of the IPMS UK What If site, and have seen JayBeeShanwick, that’s me!

I am also, through my professional and modelling world, an old friend of Mike McEvoy.

 My very first WIF was created in the late 1950’s, or very early 1960’s, and was a combination of the AIRFIX Swordfish and Auster Antarctic to give the Fleet Air Arm it’s first float equipped, monoplane, torpedo bomber with an enclosed canopy. The model was never painted, and so remained in white and yellow plastic till it’s dying days, which may (I can not remember exactly when) have been very soon after that.

Modelling lapsed for a number of years due to the usual reasons (girls, marriage, babies, in that order!) but it resumed in the early 1970’s.

In the mid 1970’s I was a trainee ATCO and was doing my Area Radar training at Northern Radar (RAF Lindeholme, near Doncaster). Having been a member of IPMS UK for a few years I sought out the nearest branch, and this turned out to be Sheffield.

Here I met another long time friend, Neil Robinson.

However, it was at one of the monthly meetings here that things changed. The Trent Modellers Society came for a visit, and one of their members was talking to me about the Hasegawa CF-104 (F-104G kit) which I had painted up in the Tiger Striped markings of 439 Sqdn., at that time there were no transfer sheets available for anything like this. He also had a realy lovely 1/72 scale model of a Cosmic Wind racer that he had produced from his own vac-form. The next thing that he spoke about was the model he had built of a tandem two seat Lightning. This engaged my interest. Didn’t it just, what happened after this is all your fault KIT SPAKMAN!!

However, you might have been right! In an article in Aircraft Illustrated February 2006 there was an article about the roll out of the IWM’s TSR-2.

In this article Jimmy Dell, the No.2 Chief Test Pilot for BAC, was asked “You also flew chase, I believe, in a Lightning (a two-seater with a BAC photographer in the back on some of the early TSR2 flight”.

QED!

Not long after that, I completed my training and was posted to Stornoway Aerodrome in the Outer Hebrides. I formed an IPMS branch there (Isle of LEWIS Branch) but after three years, when I was posted to Edinburgh airport, the branch ceased to exist.

It was during this period in the Outer Hebrides, faced with a Hasegawa kit of the A-4 Skyhawk, with a fuselage that was reportedly over sized, and armed with Kit Spakamn’s thoughts, that I conceived, and produced, the side-by-side, two seat Skyhawk trainer. (Photos to follow).

It was shortly after this, having spoken to Mike McEvoy about the proposed Dasault Twin Ouragan, that I conceived of, and built , the twin Vampire HFR-21 (again, photos to follow).

Once I was back in central Scotland I contacted members of IPMS, and the “Central Scotland” branch of IPMS was formed.

We introduced monthly themed competitions, and once a year we had “IT MIGHT HAVE BEEN!”. The rules were that the model had to be of something that really might have happened, and, you had to provide documented proof!

So, there were lots of Luftwaffe/Kriegsmarine Lightnings, and some other things.

For my part, the Luftwaffe two-seat Lighnting, in splinter camouflage, with over-wing tanks, no longer exists, nor does the Austrian Air Force single seat Lightning, in natural metal, with BAE SkyFlash missiles (AIM-9 Sparrow derivatives) on the fuselage pylons, and twin Sidewinder rails on the over-wing pyloms. They have been reduced to produce a lomg time ago.

But, I did produce others which do exist, and the photos will follow.

They are:-

Heinkel He-100, as supplied to Japan.

The Mikoyan  “FIREFOX” as it might have appeared in the film.

Clint Eastwood, as Director, had asked the Swedish government for the use of one of the Viggen prototypes for the film. Due to the testing schedule, this was refused.

Folland Sea Gnat T-3.

The larger wing, and tail surfaces had been designed for a proposed single seat naval fighter. They were subsequently used in the design of the two seat trainer for the RAF.

There might have been a two-seat trainer for the FAA.

QED.

That is it for the moment.

I will try and get the photos into a gallery over the next week or so.

In the meantime have a great Festive season.

JimB

If you want to succeed with dating, be mysterious

mystery woman

In the event that there was no mystery in the dating periods of a relationship, at that point the communications and feelings become lifeless rapidly.

There is no chance of getting yourself into a good relationship without some level of mystery to start with.

You know how it feels if a man was just dull and boring right?

See how to be more mysterious article.

You wouldn’t want to be in a relationship with such a man, because it’s not exciting.

By being mysterious, you become more exciting to be around and men will love you for it.

You can’t just convince someone to like you, you have to do it more indirectly. In other words, he won’t get sick of you if you were more mysterious.

But you don’t want to be playing games when trying to be mysterious.

Playing mind games will always backfire on you, simply because he may pick up that you are not being authentic or genuine.

Rather you want your man to associate great things with you and be hypnotized by your essence.

There’s a feeling of good expectation by being around you.

On the off chance that there was no feeling of mystery in a drawn out serious relationship, at that point definitely weariness and the law of familiarity creep in.

Imagine being in a relationship that is incredibly boring for not just months but years, will you be able to cope?

Look, this is the truth.

You are never the same person you were yesterday or yesteryear. 

You are not a static being. You evolve, like all of us.

So don’t stay stagnant in your life. Make it a habit to grow and become more.

Turn off the TV, read a book. Turn off Netflix and listen to an interview. 

Swap your music on your commute for something more enlightening. 

There are so many women who are incredibly boring because they fall for the average lifestyle of watching TV and gossip about nothing at all.

It’s important that you don’t fall into the trap of being an average woman. Be exceptional and men will notice your energy.

They will want to know you better because you represent something that is no ordinary. Something that is a lot more exciting and mysterious. That is what you need in the dating stages.

Dating is really hard for women, in this day and age

Dating is not easy when you’re old, or a disadvantaged minority.

Discovering and finding somebody in this world that checks all your boxes and treats you well is rarely simple. I am sure just like you, I’ve experienced issues exploring the complexities of the dating scene.

Why do men suck so bad? They come on fast and strong, then leave without a trace.

Some men have incredible low self esteem.

It’s not easy discovering somebody who is even worth a fraction of your time!

You’re quite often going to encounter a whole lot of inappropriate people before you find that ideal somebody. Here are 4 things that helped me when I was looking to find a good man to help me out of the depression and pessimism from my dating life.

Be yourself and be natural

I realize this appears to be plain as day.

They all say, be natural. Be yourself.

Be that as it may, perhaps the greatest slip-up you can make when searching for a noteworthy other half is attempting to be what you think they need to be more attractive.

You don’t need to sister!

You have everything within yourself to be awesome. Make sure you are not putting on a front or claiming to be a person or thing that you’re most certainly not.

That is kind of like playing mind games. It might be enticing to twist a little to be more relatable or alluring to somebody you may like-in the end you merit somebody who likes you for precisely what your identity is.

They will love you for who you are.

Be Upfront with what you want

Always set your standards high.

Make sure that you’re both on the same wavelength.

So as to be on the same wavelength with somebody, you have to let them know precisely what you ask for from the relationship.

Be forthright and fair about what you’re searching for and you’re more averse to have mistaken assumptions later on. You will have a higher possibility of finding precisely what you’re needing on the off chance that you put in maximum effort that is telling the individual you’re keen on what you look for from the relationship or enumerating what you’d like in your dating profile.

You have the right to get what you need; Make it known!

Try not to Be Discouraged if a man leaves or dumps you

It’s not easy, in this swipe culture. Don’t let yourself become hopeless or discouraged.

The media regularly depicts sentimental connections as the primary objective throughout everyday life. Movies just aren’t real life.

Dating ought to be in your life to give you more joy and love, not to take your esteem away. In case you’re battling to discover somebody and feeling sad simply realize that you don’t and shouldn’t require a noteworthy other to be cheerful.

Getting over past relationship disappointments will be important because you want to lower your odds of finding the ideal individual for you. Until you find that individual who fills your existence with euphoria be that individual for yourself. Locate your own joy and the opportune individual will discover you.

Try not to Settle For Less

Another misstep individuals make constantly relates to tolerating not as much as what they merit seeing someone.

Regardless of what your identity is in case you’re impractically disposed with somebody you have the right to feel adored and acknowledged, to feel like a need, and to have a sense of security with them. Continuously follow your senses with regards to how you feel while dating somebody.

Try not to agree to not as much as feeling cheerful and content with the individual. It doesn’t make a difference what you resemble, how old you are, the place you’re at in life-you never have the right to feel awful seeing someone. Try not to make due with short of what you merit. Ensure that when you’re dating you know your value.

A Jaguar with different spots: Hawker Hart T.2 (P.1173)

This is my build of the Hawker P.1173 – The Hawker Hart T.2 advanced transonic crew trainer that was selected as the winning design against AST.362.

Air Staff Target 362 was issued in June 1963 for an advanced transonic pilot trainer to replace the Gnat/Hunter sequence. The aircraft would be used in preliminary conversion and continuation training. A secondary operational (strike) role was intended for the resulting design. In service date was specified as 1975, but the AST went into holding pattern when it emerged that the French were looking at a similar concept (what eventually emerged as ECAT). The discussions which followed between the British and French Staffs/Politicians ultimately lead to the SEPECAT Jaguar, which became a rather different beast than what had been intended to meet AST 362.

Taking what is in Tony Buttler’s BSP:Bombers book, three designs were evolved in the UK to AST 362:

BAC Type 593 – Vickers Supermarine team proposal for a VG Strike Trainer
BAC P.45 – EE Warton team proposal for a VG Strike Trainer
Hawker P.1173 – Hawker Siddley Kingston team fixed wing Strike Trainer/Supersonic Hunter replacement.

Dimensions:

Span – 25 ft (8.7m)
Length – 45 ft (13.5m)
Wing Area – 210 sq ft
AUW – 20,250lb
Engine – 1 x 13,000lb Static Thrust RB-172 in reheat
Max Speed – M 1.4 @ sea level/M 2.4 @ 36,000 ft
Load – 2 x 30mm cannon/2 x 1000lb bombs or 2 x ASM’s

In 1965 Discussions with the French regarding collaboration came to naught and eventually the decision was made to go it alone with a wholy British design. Following detailed evaluation of the submitted design the Hawker P.1173 was selected as the most suitable design to meet the requirement. The two rival VG types were seen as too technically risky, though the Operational Requirments Board had originally stated a strong preference for twin engines, studies presented by Hawker Siddley showed that the improvement in safety in a twin engined type was only translated into a 15% lower peacetime attrition rate, which had to be set against the higher developmental cost and greater maintenance burden of a twin engined design.

With budgets tight following the decision to continue with the TSR-2 project, the Treasury lobbied very strongly for selecting a single engine type. The P.1173 was to be powered by a Rolls Royce RB.172 lightweight turbofan developing 13,000lb static sea-level thrust. Hawker was awarded a development contract in May 1966 for 5 “Development Batch” airframes and long lead items for the first 24 production aircraft. there were no “prototypes” as such. From the very beginning the Hawker design team (and Hawker Siddley senior management) had viewed the P.1173’s development as a transonic trainer to be a Trojan Horse way of achieving their long persued goal of developing a true successor to the immensely succesful Hawker Hunter.

To this end a single seat version had been studied from the very beginning, though this was for the moment kept a secret from both the MOD and the RAF. The priority remained a twin seat trainer with some air to ground capability (though this was meant to allow it’s use as a tactical weapons trainer rather than as a dedicated strike platform).

The first DB airframe was rolled out on the 13th of May 1968, following a variety of ground trials including low speed and high speed taxi tests test pilot Duncan Simpson made the first flight of the P.1173 on the 8th of August 1968. The following 19 month test program revealed only a few minor issues that required changes to be made to the airframe and it’s systems prior to the types acceptance into RAF service with deliveries to 226 OCU commencing in June 1970.

The test program had also revealed that the P.1173, soon to be named the Hawker Hart and designated the T.2 in RAF service, was a very high performance machine. Test Fights had reached Mach 2 even with the fixed geometry intakes and this re-ignited interest within the Hawker Siddley group of developing a single seat version as a cheap light-weight fighter for sale to export customers. A decision was made in December 1970 to privately fund the conversion of the 5th DB airframe as a single seat demonstrator. This rebuilt airframe flew for the first time in February 1973 by which time interest in a dedicated single seat strike model was growing in the Operational Requirments Board of the RAF.

This could be used as a cheaper adjunct to the very expensive TSR-2 Eagles, to be used against low value targets that the Eagles could not be risked against due to their high cost and high value as deep penetration assetts. A formal go ahead for a RAF specific single seater was received in May 1974 as the Hart FGR.1. This type was eventually used by 2, 6, 14, 20 & 41 squadrons in the close support/battlefield interdiction role from 1976 onwards. Initially they were armed with BL.755 cluster bombs, SNEB rocket pods and freefall bombs and were equipped with a simple nav/attack system and had only a small ranging radar for their two 30mm Aden guns. In 1984 the type received a Mid-Life Upgrade that added guided weapons capability, a new INS navigation system, redesigned cockpit with moving map display and a new light weight Pulse Doppler radar developed by Ferranti, the Blue Parakeet to be be redesignated as Hart FGR.3’s. This now added a very useful air-to-air capability to these aircraft.

The type was used by the RAF until withdrawn due to defence cuts in 2007 (ironically only 3 years after the last had been upgraded to FGR.5 standard with glass cockpit and improved avionics). They were used by the RAF in both the First and Second Gulf  War’s, the NATO operations against Serbo-Yugolsavia and the US-UK invasion and subsequent counter-insurgency operations in Afghanistan.

The twin seat trainer was used for advanced tactical weapons training by 19, 100 & 208 squadrons with the aircraft having a secondary war time role as CAS/BI aircraft. The FGR equiped sqaudrons also had two twin seaters each. The Hart trainer version remained in service with the RAF even after the Hart FGR.5’s were withdrawn from service in 2007. Fitted with new digital cockpits and processed through a structural refurbishment program they were redesignated as Hart T.5’s in 2006.

Hawker also launched a determined drive to win export sales for their single and twin seat versions, and were rewarded with a substantial number of sales to countries who either could not afford or justify the need for one of the US “Teen Series” jets, or could not get the US to supply these aircraft for various political reasons.

The initial export success, perhaps not suprisingly, was with India which selected the type as it’s replacement for the Folland Gnat and the improved Ajeet in 1975. Hindustan Aviation Limited eventually went on to build 180 single seaters under licence, and 90 two seaters as trainers for the Indian Air Force.

Eventually sales were made of the Mk.50 single seater and Mk.55 twin seater to Nigeria, Saudi Arabia, Oman, Indonesia and Singapore.

My build represents a Hart T.2 of 41 Squadron RAF in 1978. The aircraft is depicted with a training load of drop tanks and SNEB rocket pods.

The kit was made by cutting up a Hasegawa X-29 for the aft fuselage. The forebody is from a Kopro L-39 Albatross, wings and horizontal stabs are from MPM F-100 suitably cut up and sanded to the correct shape and aerofoil profile. The vertical stab is a suitably butchered Kitech F-18 stab and the exhaust is a cut down Italeri Gripen nozzle. The canopy is a cut up and modified Kitech F-18B canopy. It’s not a perfect match for the actual canopy on the 1173 so I cut the canopy up so I could pose the two canopies open to disguise this fact.

The weapons and drop tanks are from an Airfix Hunter, the undercart is also from modified Airfix Hunter parts. I made the bay doors from plasticard using Italeri Hawk parts as guides. The whole build consumed what seemed like tonnes of putty, strip plasticard and yet more putty. The dorsal spine is made from laminated plasticard filed and sanded to the correct shape.

Decals are straight from an Italeri Jaguar T.2, the kit is airbrushed in the standard RAF wrap-round scheme of Dark Green and Dark Sea Grey using Xtracolour Acrylics.

The following pictures are of the single seat P.1173 as built by Geoff Baker (Thorvic) as a shadow build to help validate the approach I would be using in this build. This build depicts a Hart Mk.50 in service with the Omani Air Force.

My thanks goes to Geoff for his help in validating the scratchbuilding method to be used for this build, sourcing the kits for the build,providing constant advice and assistance whilst I was putting this together and above all for frequent kicks to my back bumper to keep me going forwards on this build, without those I don’t think I would have persevered with it.

Thanks for looking.

Duncan

Modeler Allies ’46: The Global War Against Communism

I am David Reese.  I am a mechanical engineer and a helicopter pilot.  Jeff Fontaine got me interested in this website.  I have a small file in the Gallery.  I started building models in 1970 when I was 6.  I started kit bashing cars when I was about 10.  (I lost interest in cars)   Now I do mostly aircraft, sci-fi, and some armor modeling.  I saw Star Wars on the big screen in NYC when it first came out.  Sci-fi has had the most influence on my drawings and model building over the years.  I learned a lot of model building skills on my own as I grew up, but I really learned how to model build when I joined the IPMS club in Fayetteville, NC when I was in the ARMY.  That is where Jeff and I became friends.  I have done a  lot of kit bashing over the years and still find it more fun and interesting than building right out of the box.  Few of my old models have survived moves (some were given away) but I have started to post pics of survivors in the Gallery for others to look at.  Some of my models are hanging in the Hobbit (Hobby Shop) in Fayetteville, NC.  This web site and starshipmodeler are my two favorites so far.  I like seeing the ideas others have come up with even if I already thought of a few of them myself (great minds think alike…)

I love Luft46 and about a year ago I come up with another idea based on that line of thought.
??What if we had decided to put an end to Communism at the end of WWII instead of letting them rule most of the worlds population??
Allies ’46:  The Global War Against Communism.
America, Britain, and Germany team up to destroy the Communist forces of the Soviet Union and China.
As WWII ended we realized the Soviets were going to keep all of the territory they had taken and enslave most of the world.  Because they were our allies (big mistake) we gave them the opportunity to withdraw and return to Russia.  They did not think we would actually do anything so they declined the offer.  The great politician General Eisenhower was killed in a car accident in London and George S. Patton became the Supreme Commander of Allied Forces in Europe (not because he was next in line, but because he was good and had the guts to do the job right).  American engineers and scientists were sent to Germany to help rebuild German industry (and the Luftwaffe) and learn about jet technology.  As a result the German jet engine life span problems were fixed.
The people responsible for the Holicaust were captured and punnished.  The Nazi Party was taken out of power.  Democracy was restored to Germany.  Lend Lease supplies were diverted to other allies…
As part of our working with them, the Germans switched to the old type of cross used on early WWI aircraft for markings (like what they use now…)
Early in the war anything that could fly was rebuilt and put into the air.
As the war progressed squadrons were formed that were made up of volunteers from any country willing to fight.
Several aircraft types were kept in production, put in production, or kept in service for the war effort: Me-262, He-162, He-280, Go-229, Ar-234, He-219, Ta-154, Ju-88, Fw-190 series, P-38, P-47, P-51, P-61, P-63, A-26, Meteor, Tempest, Typhoon, Vampire, F-80, F-84, Etc. Etc.
Many aircraft types were flown by both German and US squadrons.  US weapons were seen on German aircraft…  German paint was seen on US aircraft… etc. etc.
I have a long list of ideas for specific kits to build and will post them as I get done…