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SAAF 2 Squadron F 86 Sabres

March 6, 2017 in Photo Collections

The SAAF deployed number 2 Squadron “Flying Cheetahs” to Korea consisting of an all volunteer group of pilots that had served during WW II. In the course of that conflict over 800 personnel were deployed to Korea. Some had seen combat flying the P 51 Mustang and transitioning to the F 51 made them all feel at home. The SAAF formed part of the USAF 18th FBW and were based at numerous bases throughout the conflict ie. K 10 at Chinhae and later at K 24. The SAAF pilots excelled in CAS missions and as one US Marine put it, after a SAAF pilot had strafed and Napalmed a Chinese human wave assault: “Those pilots flying the F 51’s with the leaping goat insignia are the finest he had ever seen!”
Late in the war the pilots of 2 Squadron transitioned to the F 86 Sabre. One of the SAAF pilots achieved a MIG 15 kill on 18 March 1953. Piolot Eddie (Eddy) Pienaar flying as wingman to USAF Col. Martin encountered a pair of MIG’s over the Yalu river (Mig Alley) Col. Martin and Pienaar engaged the MIG’s. One MIG left the fight and Col. Martin fired at the MIG without any success. Having expended his ammunition he handed the MIG to Pienaar who achieved hits all over the MIG. Low fuel caused them to disengage, however soon after a bright glow was seen by both pilots as the MIG exploded amongst some clouds. Col. Martin was awarded the kill by the Pentagon even though he himself credited Pienaar with the kill.
Thirty-four SAAF pilots would pay the ultimate price for the freedom of South Korea. Only recently when one of the SAAF Korean veterans had passed away, the South Korean government sent a representative to his funeral. Eight pilots became POW’s. The American’s awarded the SAAF pilots 2 Silver Stars, 3 Legion of Merits, 55 DFC’s with 1 Cluster, 40 Bronze Stars, 176 Air Medals with 104 Clusters and 1 Soldiers Medal. Many other Medals issued by the South Koreans were also conferred upon 2 Squadron. President Harry S Truman also awarded them a Presidential Citation for the period 28 November 1951 to 30 April 1952.

Hasagawa 1/48 F-86F-40 Sabre of the J.A.S.D.F.

January 10, 2016 in Aviation

This is an other OOB build for an in club contest from a few years ago. Finish is overall aluminum with minimal weathering. Fun build, and fairly quick, too. All of the decal stencils were in blocks, and weren’t too much of a challenge. Enjoy the pictures.

Hasegawa 1/48 F-86A Sabre

December 9, 2015 in Uncategorized

I did this Sabre back in 2003 and recently re-photographed it.

It is possible that the world’s first supersonic aircraft was not the Bell X-1 research aircraft, but rather the North American XF-86A. The first prototype, 45-59597, had been completed in August 1947, powered by a Chevrolet-build J-35-C-3, producing 4,000 lbs. thrust. It was trucked from North American’s Inglewood factory at Los Angeles airport to Muroc on September 10, 1947. North American’s test pilot, George Welch, took the airplane for a first flight on October 1, 1947, during which time he had trouble getting the nose wheel to lock down for landing; after 40 minutes spent trying unsuccessfully to get the nose wheel to lock down, Welch landed nose high and the impact of landing jogged the nose wheel into place. According to the official history books, that was the only flight undertaken that day.

Rumors have abounded for years that the XP-86 had flown a second time that day, and that Welch had exceeded the speed of sound in a 5,000 foot dive. The Air Force has always stuck to the official story, given their attachment to the history that says an Air Force test pilot named Chuck Yeager was the first man to fly faster than the speed of sound, but nearly everyone involved with North American at the time – several of whom I met out at Planes of Fame during the 1980s – stated flatly that Welch did fly a second time and that a sonic boom was heard. Given that the Sabre was definitely capable of exceeding Mach 1 in a dive, and did it on numerous occasions over MiG Alley in later years, this could well be true. Welch was certainly a pilot who would take a prototype to maximum performance quickly; when he took the first XF-100 up on its first flight, he went supersonic within 20 minutes of takeoff.

At any rate, the Sabre does not need to add this to the very long list of achievements that made it the finest fighter of its generation and one of the great combat aircraft of history.

The Sabre almost didn’t happen. Had the Air Force not been willing to delay the F-86 program while North American undertook to study the swept wing research done by Messerschmitt during World War II, the F-86 would have been a straight-winged airplane with a performance approximating the F-84 Thunderjet, and history would have been very different had that F-86 entered combat against the MiG-15 over Korea. Development of the Sabre was “just right,” with its first flight in 1947 coming within months of the unknown Russian prototype it would meet a few years later, there were no major “bugs” to be worked out for production, and the airplane entered squadron service a year before the outbreak of the Korean War.

With the entry of the MiG-15 into combat over Korea in November 1950, it became imperative that the F-86 be sent to Korea since the MiG was vastly superior to everything else the Air Force had in-theater. The veteran Fourth Fighter Group was sent to Korea, and flew its first combat mission by the middle of the month. That December of 1950, the 4th Fighter Interceptor Wing – descendants of the American Eagles of the RAF and the top-scoring U.S. fighter group of World War II – arrived in-theater, equipped with the most advanced U.S. fighter, the superb North American F-86A “Sabre.” By the middle of the month, it had been established that the Sabre could take on the MiG-15 with confidence both from equipment and flying ability of the pilot. The next two and a half years would see air battles between outnumbered Sabres and MiG-15s over “Mig Alley,” which was basically the northeastern quarter of North Korea from just north of the capital at Pyongyang to the Yalu River.

While the Sabres proved their superiority over the MiG when it was flown by Chinese and North Korean pilots, when the U.S. fighter went up against MiGs manned by Russians who were also veteran aces of the Second World War – as were many U.S. Sabre pilots – it was a different kettle of fish. The Russians of the 324th IAD (the first unit to enter combat) were commanded by no less that COL GEN Ivan Kozhedub, with 62 victories the Allied Ace of Aces of the Second World War; in fact, we now know that the Ace of Aces of the Korean War was not 16-victory ace Captain Joseph McConnell of the 51st FIW, but rather COL Yevgeny Pepelyaev, CO of the 196th Guards Fighter Regiment, a fierce believer in the adage “train hard, fight easy” who strove “to meet the American standard” with his pilots. During his 6-month tour in 1951, Peplyaev claimed 23 of the 104 victories scored by the 196th IAP. 1951 was known to US pilots as “the year of the honcho,” and records examined since the fall of the Soviet Union and the end of the Cold War indicate that the 4th FIW and the 324th IAD each had about a 1:1 victory/loss ratio. Given pilots of equal abilities in airplanes of approximately equal performance, this is not surprising.

The F-86A and the MiG-15 were similar in performance, but quite different in details. The MiG excelled at high altitude combat, with a combat ceiling of 50,000 feet, while the Sabre’s best combat altitude was below 35,000 feet, and it was wallowing to get over 40,000 feet. Thus, many combats began with the MiG-15 pilots deciding to attack with a dive on the Sabres below. Sergei Karamenko, a 13-victory MiG ace (on top of 12 WW2 victories), described combat between Sabres and MiGs thus: “The Sabre was the most dangerous threat to my friends and I in Korean skies. Our MiG-15 and the F-86 Sabre belonged in the same class, similar types with similar performance. They differed only in that the MiG had an advantage in rate of climb at altitude, while the Sabre was superior in maneuvering, especially at low level. These advantages could not always be used, however. The fight, as a rule, was decided in the first attack. After the first pass, we reached for altitude, while the Sabres rushed for the ground. Each tried to reach the altitude where it held a distinct advantage, and thus the battle faded.”

Many World War II aces flew Sabres during the Korean War and added to their scores. One of these was Lt. Col. Glenn T. Eagleston, the top-scoring ace of the 354th “Pioneer Mustang” Fighter Group in the ETO, who added 3.5 victories during his tour with the 4th FIW in the Spring of 1951.

There is no model of the F-86A or F-86E in 1/48, manufacturers having decided to concentrate on the “definitive” Sabre (at least in USAF service), the F-86F series. The major difference between the early Sabres and the F-86F is that the latter aircraft has the “hard” 6-3 wing, an extended leading edge that does not have the slats of the early versions, which improved its high altitude capabilities against the MiG-15. Also, the F-86A did not have the “all flying” horizontal stabilizer that was the result of the X-1 program, which meant the airplane had difficulty penetrating “the sound barrier” in comparison with the later airplanes.

It is possible to mate the wings of the ProModeler F-86D to the fuselage of the Hasegawa F-86F, which I did back in 2001, but that is really quite a lot of effort due to the fact that ProModeler and Hasegawa differ on what is the correct wing sweep on the Sabre. An easier conversion is to use the F-86A conversion by Cutting Edge, which provides the wing leading edge with open slats, as well as the different rear fuselage associated with the A-model Sabre as compared with the F. The Scobie-Do Productions resin slatted early wing is an excellent no-hassle conversion if you can find it, since it is long out of production now (though you would have to make the modification to the rear fuselage yourself). Dave Lochead of Kiwi Aviation Resins has also done an F-86A conversion that should be still available and works for either Hasegawa or Academy Sabre kits.

In this case, construction started with the wing. Following the instructions in the conversion set, I cut off the leading edges of the Hasegawa kit’s wings. This is accomplished by cutting along panel lines, which makes things very easy indeed. I had previously cut the resin leading edge off its molding block and cleaned it up. With the plastic wing parts glued together, the resin leading edge fit perfectly, and was attached with cyanoacrylate glue.

With that over, I turned to the fuselage. I cut the tail off the Hasegawa kit and attached the resin rear fuselage parts, which also fit without difficulty. I did discover when trying to glue the fuselage halves together that the backing around the dive brake wells was too thick to allow me to mount the exhaust pipe. This was easily solved by a few minutes’ effort with the Dremel, grinding off the backing. The exhaust fit easily afterwards.

I had also decided to use a Jaguar resin cockpit with this kit. While the cockpit is for the F-86F, the differences between that and the F-86A cockpit are minimal – and even a Champion Picker of Nits would be unlikely to spot them. The big difference is that the cockpits of the early F-86As were painted grey, while the later production models had a black cockpit. I really like the Jaguar cockpit – the seat is excellent, with realistically-cast seat belts, and the rest of the cockpit is of equal quality. With this painted and installed, the intake trunking was attached and the fuselage was closed up. I also decided to close the canopy – it is very clear (and even more so if you Future it) and the airplane looks better closed up than with the canopy open. The Cutting Edge set provides a clear resin part for the angled windscreen of the early Sabres, which was also attached at this time after it too had been Futured. (It did however turn out that the particular airplane I did was one with the curved windscreen, an earlier version than this, but not one anyone has a conversion set out for)

Because the F-86A does not have the 6-3 wing, you must sand off the area of the fuselage where the leading edge of the kit wing fits, and then rescribe the area. When I finally attached the wing to the fuselage, I used some C-A glue and Mister Surfacer 500 for gap-filling along the area where the upper surface of the wing fits to the fuselage.

At this point, the model was ready for painting.

I first painted the spar boxes of the wings with Gunze-Sangyo “Light Gull Grey,” which is a good approximation of the color of the anodized metal used there. I also painted the tip of the rudder grey, and finished off by painting the nose cone with Tamiya “Red Brown”, because the particular airplane I was doing had the intake cone left in the natural color of the fiberglass it was made of. (Many people have stated that Eagleston’s airplane had a red nose, but Cutting Edge calls for the brown nose on their decal sheet.)

I then masked off these areas and painted the rest of the model with SnJ Aluminum, which I use as the base coat for multi-hue natural metal finishes, since it is impervious to masking tape when dry.

After the SnJ was dry, I masked off various areas of the fuselage and painted them with various hues of Testors ModelMaster Metalizer paints, which I sealed as I completed each different color.

Once all this was done, I removed the masking (which was done with drafting tape, NOT masking tape) and was ready for decals.

First, I attached the horizontal stabilizers and glued the dive brakes in the closed position – photos show that most F-86As sat in their revetments in this condition. I also attached the leading edge slats and the landing gear at this time so the model could sit on its gear while being decaled.

I used the Cutting Edge sheet “F-86A Sabres Part 3” (CED 48-175). I also used the Cutting Edge “Sabre Stencils” sheet (CED 48-028).

This Sabre has the early black-white stripes for identification that were later replaced by the more familiar yellow stripes. The decal sheet includes the black stripes, and assumes the modeler will airbrush the white areas. I elected to use white decal sheet, and applied that first. When it had set up, I applied the black stripes and allowed them to set up. Once this was done, I applied the rest of the decals. Cutting Edge decals are very thin, and go down well under a coat of Micro-Sol.

Once everything was set up, I washed off the dried decal solvent, dried the model, and gave it a light coat of Testors ModelMaster Sealer to protect the decals on the NMF surfaces.

I then attached the drop tanks. Drop tanks made at Misawa in Japan had a different separation trajectory than those made in the States, and if the pilot was not flying “unloaded” and straight and level when he punched the tanks off, they could somersault over the leading edge of the wing and damage the fuselage or the horizontal stabilizers. So that pilots were aware of which tanks they were carrying, Misawa tanks were painted Olive Drab, which I did for this model to make it look visually different from the other Sabres in my collection.

I now have at least one of the major sub-types of Sabre in my collection. It’s too bad someone like ProModeler doesn’t do an early Sabre, but till something like that happens, the

Special Hobby 1/48 F-86K Sabre

November 26, 2015 in Aviation

The North American F 86D Sabre was a development of the basic F-86 Sabre that had so little commonality with previous sub-types that it was originally ordered as the YF-95. The designation was changed to F-86D in 1950, following the outbreak of the Korean War, when it was felt the Congress was more amenable to spending money on new types of existing successful aircraft. In fact, outside of the wings and landing gear, virtually everything else about the “Dog Sabre” was completely different from any other aircraft designated “F-86.”

The aircraft was developed as a transonic jet all weather interceptor, utilizing a large AN/APG 36 all weather radar in a nose radome above a drastically-redesigned jet intake, with an armament of 48 2.75-inch Mighty Mouse Folding Fin Aerial Rocket (FFAR), a rocket based on the German R4M rockets of WWII, designed to bring down a Soviet bomber with one shot. It was the first all-weather interceptor developed for a one-man crew with only a single jet powerplant. With afterburner, it was capable of supersonic flight in a shallower dive than that required to “make a boom” by the other members of the F-86 family.

Design commenced in March 1949 and the unarmed YF-95 prototype, 50-577, first flew on 22 December 1949, piloted by North American test pilot George Welch.

The fuselage was wider and the airframe length was increased to 40 ft 4 in, with a clamshell canopy, enlarged tail surfaces. Later models of the F 86D received an uprated J 47 GE 33 engine rated at 5,550 lb thrust. A total of 2,504 D models were built, equipping dozens of Air Defense Command squadrons in the mid-50s, and Air National Guard squadrons in the late-50s/early 60s.

The NATO air forces showed interest in the aircraft, but the USAF did not want to release the Hughes fire control system, so a variant with armament changed to the MG 4 fire control system using APG 37 radar and four 20 mm M24A1 cannon with 132 rounds per gun was proposed and accepted. The fuselage was lengthened to accommodate the guns, but otherwise, the airframe was the same as the F 86D. The type saw quite a bit of service with NATO nations in the late 1950s up to the mid-1960s.

The first 120 F-86Ks were produced by North American, equipped with the standard early slatted wing used on the F-86A and F-86E. These were later retrofitted with the later wings. 221 F-86Ks produced by Fiat had the F-86F-40 wing with extended wingtips, the “6-3″ leading edge, and leading edge slats. 62 F 86Ks were built by Fiat for France in 1956-57and were assigned to EC 1/13 Artois, EC 2/13 and EC 3/13 Alpes Squadrons. All F-86Ks used by the French, Italian, West German, Dutch and Norwegian air forces were supplied under the MDAP assistance program, with the Italian air force being the largest operator with 240 F-86Ks. Following their retirement from NATO, ex-Italian F-86Ks were later sold to the Venezuelan and Turkish air forces where they served alongside US F-86Ds; six ex-Venezuelan F-86Ks were later sold to the Honduran Air Force.

This F-86K by Special Hobby is the first full kit of the type released in 1/48. Must-Have Models released a limited run conversion with a fuselage to be used with the Monogram/Revell F-86D; this would only be correct for the first 120 F-86Ks operated by the Italian Air Force.

Fortunately, the Special Hobby kit has a correctly-swept wing with a 35-degree sweep on the leading edge, unlike the Monogram kit which got the 35-degree sweep on the main spar, resulting in a wing sweep of about 38 degrees.

There are two boxings of the kit. 48126 has decals for French and West German aircraft, while 48123 has decals for Dutch, Italian and Norwegian F-86Ks. The West German markings include one in green-grey camouflage and one in natural metal. All the others are for unpainted airplanes.

Special Hobby messed up the main gear well on the initial release, and has corrected it with a resin gear well on subsequent kits. If you get the early kit (as I did), you cannot fit the plastic main gear well inside the wings. You can only cut off the outer gear wells in the wing and then reshape the central well to fit inside the fuselage.

The Special Hobby decals are very thin and will fold up like a cheap suit on the first opportunity if used without modification. A coat of Micro-Scale liquid decal film will solve the problem, but you then have to trim the decals very closely to avoid excess film for the unpainted aircraft.

Regarding assembly, it’s a Special Hobby limited-run kit, with all that means. This is not one of their kits that goes together “pretty well,” it goes together “pretty badly.” A modeler needs to test fit everything three times before gluing once, and there will be filler on all seams with lots of sanding and subsequent re-scribing of surface detail. Since all the versions in both kits are unpainted aluminum except one, this will mean sanding down through ever-finer grit, with polishing before rescribing, to get a surface that looks good under metallic paint. That said, if you take you time and do the extra work, the result looks good.

I started with the fuselage and built up the cockpit and the intake trunking. I painted the cockpit dark grey. The seat is accurate and the photo-etch seat belts give it a good look. There is none of the equipment associated with raising and lowering the canopy included, so I glued the canopy in the down position; the good news is that by doing this, the kit-supplied cockpit detail is sufficient once completed. I filled the radome and the nose area ahead of the cockpit and above the intake trunking with fish weights to insure nose-fitting and attached the jet exhaust before closing up the fuselage. There were considerable gaps along the centerline seam that required Mr. Surfacer 500 to fix.

Rather than describe all the angst I went through discovering the complete lack of fit of the plastic main gear well, I will just say that if you get the early release that doesn’t have the resin replacement part, you can mail the end of the kit box to Special Hobby and they will send you the resin part free. If you don’t want to wait, you can forget the gear well interior for the wings, and trim the central well to fit inside the fuselage. This looks acceptable once the model is assembled.

The leading edge slats have separate actuating arms, and need to be assembled with care so everything is properly aligned with the wing when attached.

Attaching the wing sub-assembly to the fuselage requires considerable test-fitting to get the two properly together and aligned, and you will use Mr. Surfacer on the join lines fore and aft on the lower fuselage, and the join of the upper wings to the fuselage.

Special Hobby provides all the very small vortex generators that are on the tail area as separate photo-etch. After losing the first three to the carpet monster, I decided I could live without them. If you are convinced you need them, I suggest you get some .010 x .020 Evergreen strips and cut them and use them for the fins, since you can replace all the ones you will lose.

Once all was together, I decided to use the model as my first excursion into using the new Vallejo acrylic metallic colors. This was actually my second choice. I had previously painted the model in camouflage with the intention of doing a Bundesluftwaffe F-86K; however, that was where I found out about the propensity of the decals to fold up. Since there are no other replacement decals for that marking, I stripped the model to bare plastic and started over again.

The Vallejo paints are great for those who don’t want to use Alclad due to the smell factor. Since it’s acrylic paint, there is no likelihood of SWMBO coming in the painting shop waving a rolling pin, complaining about smell, or telling you to take everything outside and close the windows behind you.

It is necessary to apply the gloss black primer coat if you are going to do a multi-hue metal finish and need to mask over the paint. If you do that, there is no problem. After painting the radome black and the anti-glare panel dark green, and the exhaust area with Tamiya titanium and masking all that, I applied the primer coat. This dries to the touch in 30 minutes or less. I then applied the overall coat of Aluminum. The metallic paints are airbrush-ready and do not require thinning. While the metallic paint also dries to the touch quickly, I let it cure overnight before masking on it.

I masked around the wing central areas and used Dull Aluminum for that area. I masked other panels and used Duiraluminum for the area around the gun barrels and White Aluminum for the speed brakes and other small panels. While the tonal differences aren’t that great in the accompanying photos, they are apparent in person.

Overall, I like this paint much better than Alclad. There is no likelihood of the paint eating the model, you don’t need to wear an oxygen mask while applying it, or a crash helmet for protection from critics. The paint is about as expensive as Alclad, and has a similar final look. And it cleans up easily with water. I am a definite fan.

I used the kit decals, after giving them a coat of Micro Liquid Decal Film, to do an F-86K of EC 1/13, circa 1960 according to the kit instructions. The decals went on without trouble on the Vallejo paint surface, under a coat of Micro-Sol.

I unmasked the other paint areas and the canopy, then attached the landing gear and the drop tanks.

Other than the “own goals” scored in my personal quest of discovery to find out how I was going to deal with the Special Hobby design philosophy of “Fit? Fit?! We don’t need no stinking fit, stinking Yankee!!” the result looks better than I expected while working on it. If you pay attention to fitting parts before gluing them, and take care in getting the final surface nice and smooth, you can get a very nice result with the kit, and have the last version of Sabre you couldn’t find elsewhere in your collection. Recommended for those with good experience with limited run kits.


November 1, 2015 in Aviation

This Photos are of my recent build , i enjoyed this build.
Kit; Kinetics 1/32
Resin; Avionix cockpit
Paints ; Alclad 4 different shades
Decals; Superscale (old) I used the stars, instead of the plane kill marks

Hope you enjoy Kelly.

“The Huff” F-86F 1/48 academy

July 15, 2015 in Aviation

Hello my colleagues!!! After my small modeler pause I´m back. When I finished University and got a new job, I started worked on Sabre and there is result. I think, that everybody knows this kit. Fitting of main parts are really good, but details doesn´t look so good. At first I made rivets on surface. Than I upgraded cockpit with photo-etched instrument panel, resin ejection seat. I also cooperated with CMK undercarriage set. I scratchbuilted speed brakes bays by albion alloys profiles and plastic sheets. On camouflague I used supermetalic CSI colors and on weathering oil colors from abteilung. I hope, that you will like it.

Best Regards Honza B.

F-86 E/M, Academy 1/48

June 23, 2015 in Aviation

My last work, the Academy F-86E 1/48 in Yugoslav colors. Markings are home made with decal paper + painting masks

SAAF Sabre – Bush war 1/48 Academy

May 28, 2015 in Aviation

The South African Airforce operated the Canadair CL-13B Sabre Mk.6 from 1956 to 1980. The first Sabre’s flown by SAAF Pilots were during the Korean War.

This is my rendition of the last Sabre to fly in the SAAF. I admit I need to take better photos.
this is the Academy 1/48 scale kit. I opened some panels, scratchbuild the gun radar array in the nose and the ammo cover used by the pilot as a step to board the aircraft. I used Humbrol enamles, mixing the SAAF Buff colour to match. Decals comes from ancient sheets of which the manufacturer’s details have faded. Serial numbers are from a dry transfer sheet.

Hope you enjoy.

F-100 D Super Sabre

March 1, 2015 in Aviation

This is Monogram’s classic Super Sabre in 1/48 scale. It is typical 70’s and 80’s Monogram with raised panel detail and good detail ie. open gun bay ammo chute, open speed brake and raised cockpit details.
This model represents an F-100 D from the 308th TF Squadron, 31st TFW operating from Tuy Hoa, Vietnam, 1970. F-100’s quickly lost their paint over the aft fuselage due to engine heat. This was replicated with pastels and careful sanding to reveal the bare metal under the paint. The model is painted in standard SEA camo using Modelmaster enamels. Weathering was done with pastels and Doc O Brien’s weathering powders. A major error on my part was painting the chequers on the tail white an blue when they should have been white and green!
The kit is still great to cut your teeth on, however Trumpeter’s 1/48 Super Sabre will probably outshine the Monogram offering. Needless to say, the Monogram version still builds into a good rendition of this classic aircraft if you handle her with some TLC.

North American F-86 D “Sabre Dog early” in 1/48 scale

September 5, 2014 in Aviation

Hi another “walkaround” this time on my Revell/Monogram F-86D everthing is written about the quality of this kit it s true, simply great…and cheap.
My version is the earlier type without the parachute housing at the tail, Revell provided three very nice schemes on their decal sheet, but the one with the sharkmouth was the one.
Revell named it as a
F-86 D-35 NA Sabre
75th Fighter Interceptor Squadron
Suffolk County,AFB in August 1953

I store my instructions and not used decals in files.Which is helpful

The kit was done in summer 2013, put aside for a while and was finished in the last spring
i used Humbrol and Revell colors and polished the NMF parts a bit with tooth paste. Sadly
i damaged the windscreen a bit and was forced to made the framing a bit wider.
The pictures were taken on different times and on different backdrops in the garden
on a sunny day. There is still a nasty spot on the OD panel 🙁
I hope you like it