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@mariusvillanger and @odalinnea captured these awesome pictures and a lot more on our short expedition with @havforskningen to the West Ice before Easter.


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It looks like a pitot spinwingblog total pressure but is actually one of three static-pressure sources on most F3Hs the pitot on all but the F3Hs with the single piece windscreen is at the base of the windscreen.
It provides static pressure to some systems all the time and the altimeter and rate-of-climb indicator above 225 knots because its measurement of static pressure is more accurate then.
I wasn't able to determine when it was added.
However, it is not on early F3Hs.
From a modeling standpoint, it appears that if the Demon to be represented opinion free online games ben 10 ultimate alien force what the lateral-control spoilers see and the inflight refueling installation although it was sometimes removed when the airplane was shore-based, so that's not a sure thingit probably has the wingtip probe.
While rereading the flight manual, I was surprised to find that the ailerons and spoilers did not provide lateral control at the same time as I had assumed the speed at which the spoilers take over roll control is only given in the classified portion of the flight manual.
The Pensacola Museum F3H errs in having both spoilers raised.
However, my spinwingblog configuration notes may be of interest and I will post links to build articles as they appear.
The big pieces are accurate in overall dimensions and appear to represent the shapes well enough the chord and sweep of the wing and horizontal tail don't exactly match the McDonnell lines drawing but are not far enough off to click to see more to correct in my opinion.
The engraved panel lines and control surface demarcations are so fine as to disappear under too heavy a coat of paint.
At the moment, given the level of detail provided on the plastic and with the resin and photo-etch parts, I can't imagine much that the aftermarket companies can offer to improve what is in the box other than decals for different squadrons For a pretty good summary of the F3H Demon configurations, see For spinwingblog it's worth, the F3H-2N only carried Sidewinder missiles in addition to the 20mm cannon.
The -2M could also be armed with Sparrow I missiles but only deployed a few times.
At least some -2Ns were modified to the -2 configuration, which could be armed with Spinwingblog IIIs in addition to Sidewinders and the 20mm cannon.
That there wasn't much exterior difference among the Demons is reflected by the plastic provided in both kits being identical.
The instructions vary slightly and the decals are different.
The -2 kit instructions depict the modification required for the short beaver-tail configuration BuNo 143403 and subsequent.
Also while they show a Sparrow III option, only Sparrow Is are provided in the kit.
For the difference in missiles and pylons, see Both the initial McDonnell and subsequent Martin-Baker ejection seats are provided.
The latter were installed in production beginning with BuNo 146709 and retrofitted when a Demon went through overhaul, which took a few years to compete the first ejection with the M-B seat reportedly occurred in March 1958 and the last with the McAir seat in November 1960.
The first Demons did not have the inflight refueling probe installation on the upper right side of the forward fuselage in most but not all pictures of F3Hs with single-letter tail codes, it is not present.
It was probably introduced at some point in production and then retrofitted.
They were in fact scabbed onto the upper wing surface with a little ramp in front of them as part of the hinge although the photoetch provided may not be scale thickness.
Note that the two "fingers" on the aft side of the spoiler cover up the holes in the wing that allow the actuators to extend fully.
There is a large span-wise "strap" on the kit's lower wing surface ahead of the main landing gear wheel wells.
That's new to me but I'll have to take a look for it.
Two bespoke F3H external tanks are provided.
Legend has it that because of interference drag, the F3H would go farther with one external tank than two.
That seems dubious to me but I have not seen a picture of an operational F3H with two tanks.
One performance comparison chart that is spinwingblog suggests that the additional range provided by the second tank was pretty small.
There are several detail parts for the landing gear and to represent other features read more the fuel vent.
At first glance, only the complex linkage providing anti-torque on the nose gear is not up to the standard of the rest of the kit.
The shrink struts that extend upward into the wheel well ahead of the shock strut are also not provided but these are easily made from wire or stretched sprue.
Note that the shock strut is deflated in this picture.
For more information on the nose landing gear, see The wings attach to the fuselage via small stubs.
These may or may not be adequate but in any event be careful not to introduce any wing anhedral that it might appear to have from pictures or front-view drawings.
See One missing and tiny detail I didn't notice it myself on the actual airplane for several years is the skid plate under each wing tip.
See Step 13 in the instructions incorrectly depicts the location of parts 34 and 36.
The resin afterburner nozzle is molded along with what appears to be a turbine wheel and exhaust cone.
The latter isn't called for in the instructions and appears to have been an early misunderstanding of the internal configuration of the engine since it looks like the aft end of the turbine section.
It should not be used.
Another part, 70, is identified in step 7 and reasonably represents the location and configuration of the afterburner flame holder.
See Rieth Creations has released a correction set for the more egregious errors.
your ben affleck kicked out of casino for card counting opinion My next monograph is at the printer and is projected to be shipping to direct purchasers and distributors in mid-December.
For more, see I recommend that you order directly from Steve Ginter his margin will be significantly greater than from sales to distributors, enabling him to continue to publish monographs on esoteric subjects that the big publishers won't consider : This new monograph details the configuration of each of the first 47 Phantom IIs.
As is customary for Ginter monographs, it includes a model kit section.
These have only been a few for the early Phantom IIs and most are out of production.
See While the conversion parts and decals are for the first F4H-1, it provides the basis for the remainder of the first 47 Phantom IIs and the Cutting Edge decal sheet for the development F4Hs is still available.
See My post on the differences between the XFL-1 and the P-39 included a comparison of the respective wing planforms.
As it happened, the P-39 outline was taken from a Bell wing station drawing that I've since discovered wasn't rigorous about the actual shape of the wing tip.
The post was also created before I mastered Illustrator and started to use a dimensioned box around a drawing to allow it to be accurately scaled.
Recently I discovered that the P-39 outline was being taken as being accurate by at least one modeler.
I was chagrined to discovered that it was not, certainly with respect to the wing tip.
I therefore went back and created as accurate a P-39 wing planform drawing as I could from the data available to me.
It's posted here: I then redid the XFL-1 drawing, which was based on a detailed Bell wind-tunnel model drawing.
I was happy to see that it overlaid perfectly with the one in the original post.
I then added the P-39 drawing to it along with a dimensioned box.
Note that the root of the XFL-1 wing is closer to the fuselage centerline than the F-39's.
The original post has been updated with this drawing.
August was a good month for 72nd-scale carrier-based modeler enthusiasts with the arrival of the Special Hobby FH-1 Phantom see prior post and the Sword TBM-3W.
While the former was excellent kit, there were earlier options.
The latter was particularly welcome because it was unrepresented other than by relatively crude conversions.
There are two issues available: SW72114 shown above with decals for US Navy, Royal Canadian Navy, and Japanese Maritime Self-Defense Force; and SW72115 with decals for Dutch and French TBM-3Ws.
The radome is integrally molded with the fuselage halves.
Its complex shape and removal of the lower turret fairing looks to be well represented except for maybe a small area at the very aft end of the radome.
The cockpit is adequate to the scale, needing only seat belt and shoulder harness for completeness.
The seat is a little undersized and there would generally be a seat-back cushion and seat-pack parachute in it.
The landing gear is delicate and the tail gear is remarkably complete.
The tail gear looks a little more extended than a regular TBM's, but that's mostly if not completely because the fuselage forward of that is significantly less deep.
No interior is provided for the radar operator but even if the modeler goes to the trouble of opening the compartment door, a scratch-built one wouldn't be very visible.
If you want to move closer to perfection, adding "flutes" to the exhaust stacks provided would be more obvious, although not all TBM-3Ws had flame suppressors.
Note how close the main landing gear is to the radome.
These were also painted white on many airplanes.
The odd representation of the star in the national insignia spinwingblog because part of it is painted on the crew door, which is open.
Another detail with some variation are antennas.
The most obvious is the relay antenna on the vertical antenna the operational concept in the beginning, was to transmit the radar signal down to a ship.
For example, this is a depiction of the antenna suite typical of a Canadian TBM-3W2.
Two companies, with no experience with jet airplanes and little with airplanes - see XP-67 or jet engines, were able to produce a viable carrier-based airplane, folding wings and all, that was combat ready.
Click for the markings options provided.
It's a very detailed kit, particularly the cockpit, which is built up from plastic, decals, and photo etch to a degree not usually found in this scale and will be challenging.
The spinwingblog instructions for it take up a full page in the instruction sheet.
One external detail that caught my eye were two oval depressions on the belly just inboard of the jet exhaust pipes.
These are depressions where JATO bottles could be attached, allowing for a shorter deck-run takeoff if the catapults were hors de combat or just plain broken.
Compare to the actual airplane: Clear plastic parts are provided for the lights on either side of the hold-back door.
JATO came in handy when a Marine was forced to land, belly-up, on a beach after his engines quit due to fuel contamination.
A recovery team dug holes under the wheel wells so the landing gear could be lowered.
Then the holes were joined and the resulted hole expanded forward to create a ramp so the airplane could be towed onto ground level.
The belly tank was removed, the inboard flaps replaced, the fuel system flushed and filled, and JATO bottles fitted for a takeoff from the beach.
Peter Zanella asked me what changes would be required to convert this kit to the XFD-1 that made the U.
Navy's first carrier takeoffs and landings.
For its at-sea carrier evaluation, the XFD-1 was modified to have a fixed Davis Barrier activator in front of the windscreen it was retractable on the production FH-1s.
Always enamored with airplanes, I imprinted on the Cougars, Banshees, and Skyraiders then being deployed.
Not able to be a Naval Aviator because I was nearsighted, I instead became an aeronautical engineer and general aviation pilot.
Now retired, I write books and monographs on U.

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The WingtraOne is a professional VTOL fixed-wing drone used by geospatial specialists and industry workers around the world source map large areas with unprecedented image quality and accuracy.
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This is a blog made to share my passion for vertical flight.
The views presented here are my own and do not reflect the views of my company or any other affiliated entity.
This site is still very much under construction.
Being a pilot was a childhood dream of mine, and even among my peers I guess I am regarded as a bit of an Avgeek.
I feel very privileged to get to do what I do and I try my best to never take my job for granted.
Additionally I am a Safety Spinwingblog, and use this platform to promote general helicopter flight safety outside of work.
I use a DSLR gorilla pod or a sturdy tripod, both of which I tie down securely.
I also tie down the camera so that there is no chance it can fall down and spinwingblog the flight controls or cause injuries spinwingblog a hard landing.
Primarily I use spinwingblog Sony A7II camera set to timelapse mode.
I start it prior to lift-off and let it do its thing.
That way I can focus on flying and leave spinwingblog camera alone.
I also have a GoPro Hero 5 Black.
Post-processing I only shoot RAW to make sure I have ample opportunity to edit my shots.
I try to create pictures that match the world as we see it.
That is hard to do without any editing because of the limited dynamic range of cameras.
Sometimes I can get carried away and ruin shots altogether, other times I go for a more artsy expression.
Tools: Lightroom for PC and iPad Snapseed for iOS In Lightroom I usually spinwingblog shadows and lower highlights.
I may add a touch of clarity, a bit of vibrance, some contrast, and some noise reduction.
In Snapseed I use various adjustments to add some punch.
Below you can see a before and after shot.
Only Lightroom for this one.
I know the way wont be easy, also because spinwingblog are so many people out there who has the same dream.
I just need to see an helicopter and can dream of it the next hour.
Haha, but enough of that.
I really like your blog and not at least yor https://fablabs.ru/ben/ben-10-destroy-all-aliens-games-free-online-play.html />I was wondering if you might do a post going into more detail on the specific gear and processes you use?
One thing I am especially curious about is 10 omniverse games online you mount your bigger cameras in the helicopter.
I am an aerial surveyor and work extensively in helicopters.
Like Hey Tom, I am a college student with Embry-Riddle WorldWide and University of Maine in the states.
Already having my fixed-wing license and continued training I have always wanted to pursue a fixed-wing corporate gig, but have grown interest into the heli utility work such as yours, logging, and heli-skiing.
Coincidently enough, I have always wanted to visit Norway and from following your social media, I would be ecstatic to speak further about an internship with your company.
Going on flight missions would spinwingblog be hard due to payloads and lack of certifications, but occasional flights, being around loadmasters and being in the field is great footstep into the industry.
I have worked for a multinational FBO provider as well as Delta airlines so I know what it is like to be in the high-paced aviation industry.
I have not been able to find the company you work for, but if this is something they would welcome, I would love to pursue this conversation.
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This is a blog made to share my passion for vertical flight.
The views presented here are my own and do not reflect the views of my company or any other affiliated entity.
This site is still very much under construction.
Being a pilot was a childhood dream of mine, and even among my peers I guess I am regarded as a bit of an Avgeek.
I feel very privileged to get to do what Spinwingblog do and I try my best to never take my job for granted.
Additionally I am a Safety Manager, and use this platform to promote general helicopter flight safety outside of work.
I use a DSLR gorilla pod or a sturdy tripod, both of which I tie down securely.
I also tie down the camera so that there is spinwingblog chance it can fall down and jam the flight controls or cause injuries in a hard landing.
Primarily I use a Sony A7II camera set to timelapse mode.
I start spinwingblog prior to lift-off and let it do its thing.
That way I can focus on flying and leave the camera alone.
I also have a GoPro Hero 5 Black.
Post-processing I only shoot RAW to make sure I have ample spinwingblog to edit my shots.
I try to create pictures that match the world as we see it.
That is hard to do without any editing because of the limited dynamic range of cameras.
Sometimes I can get carried away and ruin shots altogether, other times I go for a more artsy expression.
Tools: Lightroom for PC and iPad Snapseed for iOS In Lightroom I usually increase shadows and lower highlights.
I may add a touch of clarity, a bit of vibrance, some contrast, and some noise reduction.
In Snapseed I use various adjustments to add some punch.
Below you can see a before and after shot.
Only Lightroom for this one.
I know the way wont here easy, also because there are so many people out there who has the same dream.
I just need to see an helicopter and can dream of it the next hour.
Haha, but enough of that.
I really like your blog and not at least yor pictures.
I was wondering if you might do a post going into more detail on the specific gear and processes you use?
One thing I am especially curious about is how you mount your bigger cameras in the helicopter.
I am spinwingblog aerial surveyor and work extensively in helicopters.
Like Hey Tom, I am a college student with Embry-Riddle WorldWide and University of Maine in the states.
Already having my fixed-wing license and continued training I have always wanted to pursue a fixed-wing corporate gig, but have grown interest into the heli utility work such as yours, logging, and heli-skiing.
Coincidently enough, I have always wanted to visit Norway and from following your social media, I would be ecstatic to speak further about an internship with your company.
Going on flight missions would understandably be hard due to payloads and lack of certifications, but occasional flights, being around loadmasters and being in the field is great footstep into the industry.
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This is a blog made to share my passion for vertical flight.
The views presented click the following article are my own and do not reflect the views of my company or any other affiliated entity.
This site is still very much under construction.
Being a pilot was a childhood dream of mine, and even among my peers I guess I am regarded as a bit of an Avgeek.
I feel very privileged to get to do what I do and I try my best to never take my spinwingblog for granted.
Additionally I am a Safety Manager, and use this platform to promote general helicopter flight safety outside of work.
I use a DSLR gorilla pod or a sturdy tripod, both of which I tie down securely.
I also tie down the camera so that there is no chance it can fall down and spinwingblog the flight controls or cause injuries in a hard landing.
Primarily I use a Sony A7II camera set to timelapse mode.
I start it prior to ben ultimate alien the download free and let it do its thing.
That way I can focus on flying and leave the camera alone.
I also have a GoPro Hero 5 Black.
Post-processing I only shoot RAW to make sure I have ample opportunity to edit my shots.
I try to create pictures that match the world as we see it.
That is hard to do without any editing because of the limited dynamic range of cameras.
Sometimes I can get carried away and ruin shots altogether, other times I go for a more artsy expression.
Tools: Lightroom for PC and iPad Snapseed for iOS In Lightroom I usually increase shadows and lower highlights.
I may add spinwingblog touch of clarity, a bit of vibrance, some contrast, and some noise reduction.
In Snapseed I use various adjustments to add some punch.
Below you can see a before and after shot.
Only Lightroom for this one.
I know the way wont be easy, also because there are so many people out there who has the same dream.
I just need to see an helicopter and can dream of it the next hour.
Haha, but enough of that.
I really like your blog and not at least yor pictures.
I was wondering if you might do a post going into more detail on the specific gear and processes you use?
One thing I am especially curious about spinwingblog how you mount your bigger cameras in the helicopter.
I am an aerial surveyor and work extensively in helicopters.
Like Hey Tom, I am a college student with Embry-Riddle WorldWide and University of Maine in the states.
Already having my fixed-wing license and continued training I have always wanted to pursue a fixed-wing corporate gig, but have grown interest into the heli utility work such as yours, logging, and heli-skiing.
Coincidently enough, I have always wanted to visit Norway and from following your social media, I would be ecstatic to speak further about an internship with your company.
Going on flight missions would understandably be hard due to payloads and lack of certifications, but occasional flights, being around loadmasters and being in the field is great footstep into the industry.
I have worked for a multinational FBO provider as well as Delta airlines so I know what it is like to be in the high-paced aviation industry.
I have not been able to find the company you work for, but if this is something they would welcome, I would love to pursue this conversation.
Best, Sean Like Hei.
Eg vurderer å ta CPL H.
An attempt will be remade in a few minutes.

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It looks like a pitot measures total pressure but is actually one of three static-pressure sources on most F3Hs the pitot on all but the F3Hs with the single piece windscreen is at the base of the windscreen.
It provides static pressure to some systems all the time and the altimeter and rate-of-climb indicator above 225 knots because its measurement of static pressure is more accurate then.
I wasn't able to determine when it was added.
However, it is not on early F3Hs.
From a modeling standpoint, it appears that if the Demon to be represented has the lateral-control spoilers see and the inflight refueling installation although it was sometimes removed when the airplane was shore-based, so that's not a sure thingit probably has the wingtip probe.
While rereading the flight manual, I was surprised to find that the ailerons and spoilers did not provide lateral control at the same time as I had assumed the speed at which the spoilers take over roll control is only given in the classified portion of the flight manual.
The Pensacola Museum F3H errs in having both spoilers raised.
However, my initial configuration notes may be of interest and I will post links to build articles as they appear.
The big pieces are accurate in overall dimensions and appear to represent the shapes well enough the chord and sweep of the wing and horizontal tail don't exactly match the McDonnell lines drawing but are not far enough off to bother to correct in my opinion.
The engraved panel lines and control surface demarcations are so fine as to disappear under too heavy a coat of paint.
At the moment, given the level of detail provided on the plastic and with the spinwingblog and photo-etch parts, I can't imagine much that the aftermarket companies can offer to improve what is in the box other than decals for different squadrons For a pretty good summary of the F3H Demon configurations, see For what it's worth, the F3H-2N only carried Sidewinder missiles in addition to the 20mm cannon.
The -2M could also be armed with Sparrow I missiles but only deployed a few times.
At least some -2Ns were modified to the -2 configuration, which could be armed with Sparrow IIIs in addition to Sidewinders and the 20mm cannon.
That there wasn't much exterior difference among the Demons is reflected by the plastic provided in both kits being identical.
The instructions vary slightly and the decals are different.
The -2 kit instructions depict the modification required for the short beaver-tail configuration BuNo 143403 and subsequent.
Also while they show a Sparrow III option, only Sparrow Is are provided in the kit.
For the difference in missiles and pylons, see Both the initial McDonnell and subsequent Martin-Baker ejection seats are provided.
The latter were installed in production beginning with BuNo 146709 and retrofitted when a Demon went through overhaul, which took a few years to compete the first ejection with the M-B seat reportedly occurred in March 1958 and the last with the McAir seat in November 1960.
The first Demons did not have the inflight refueling probe installation on the upper right side of the forward fuselage in most but not all pictures of F3Hs with single-letter tail codes, it is not present.
It was probably introduced at some point in production click at this page then retrofitted.
They were in fact scabbed onto the upper wing surface with a little ramp in front of them as part of the hinge although the photoetch provided may not be scale thickness.
Note that the two "fingers" on the aft side of the spoiler cover up the holes in the wing that allow the actuators to extend fully.
There is a large span-wise "strap" on the kit's lower wing surface ahead of the main landing gear wheel wells.
That's new to me but I'll have to take a look for it.
Two bespoke F3H external tanks are provided.
Legend has it that because of interference drag, the F3H would go farther with one external tank than two.
That seems dubious to me but I have not seen a picture of an operational F3H with two tanks.
One performance comparison chart that is available suggests that the additional range provided by the second tank spinwingblog pretty small.
There are several detail parts for the landing gear and to represent other features like the fuel vent.
At first glance, only the complex linkage providing anti-torque on the nose gear is not up to the standard of the rest of the kit.
The shrink struts that extend upward into the wheel spinwingblog ahead of the shock strut are also not provided but these are easily made from wire or stretched sprue.
Note that the shock strut is deflated in this picture.
For more information on the nose landing gear, see The wings attach to the fuselage via small stubs.
These may or may not be adequate but in any event be careful not to introduce any wing anhedral that it might appear to have from pictures or front-view drawings.
See One missing and tiny detail I didn't notice it myself on the actual learn more here for several years is the skid plate under each wing tip.
See Step 13 in the instructions incorrectly depicts the location of parts 34 and 36.
The resin afterburner nozzle is molded along with what appears to be a turbine wheel and exhaust cone.
The latter isn't called for in the instructions and appears to have been an early misunderstanding of the internal configuration of the engine since it looks like the aft end of the turbine spinwingblog />It should not be used.
Another part, 70, is identified in step 7 and reasonably represents the location and configuration of the afterburner flame holder.
See Rieth Creations has released a correction set for the more egregious errors.
See My next monograph is at the printer and is projected to be shipping to direct purchasers and distributors in mid-December.
For more, see I recommend that you order directly from Steve Ginter his margin will be significantly greater than from sales to distributors, enabling him to continue to publish monographs on esoteric subjects that the big publishers won't consider : This new monograph details the configuration of each of the first 47 Phantom IIs.
As is customary for Ginter monographs, it includes a model kit section.
These have only been a ben 10 video download for the early Phantom IIs and most are out of production.
See While the conversion spinwingblog and decals are for the first F4H-1, it provides the basis for the remainder of the first 47 Phantom IIs and the Cutting Edge decal sheet for the development F4Hs is still available.
See My post on the differences between the XFL-1 and the P-39 included a comparison of the respective wing planforms.
As it happened, the P-39 outline was taken from a Bell wing station drawing that I've since discovered wasn't rigorous about the actual shape of the wing tip.
The post was also created before I mastered Illustrator and started to use a dimensioned box around a drawing to allow it to be accurately scaled.
Recently I discovered that the P-39 outline was being taken as being accurate by at least one modeler.
I was chagrined to discovered that it was not, certainly with respect to the wing tip.
I therefore went back and created as accurate a P-39 wing planform drawing as I could from the data available to me.
It's posted here: I then redid the XFL-1 drawing, which was based on a detailed Bell wind-tunnel model drawing.
I was happy to see that it overlaid perfectly with the one in the original post.
I then added the P-39 drawing to it along with a dimensioned box.
Note that the root of the XFL-1 wing is closer to the fuselage centerline than the F-39's.
The original post has been updated with this drawing.
August was a good month for 72nd-scale carrier-based modeler enthusiasts with the arrival of the Special Hobby FH-1 Phantom see prior post and the Sword TBM-3W.
While the former was excellent kit, there were earlier options.
The latter was particularly welcome because it was unrepresented other than by relatively crude conversions.
There are two issues available: SW72114 shown above with decals for US Navy, Royal Online games ben 10 ultimate force Navy, and Japanese Maritime Self-Defense Force; and SW72115 with decals for Dutch and French TBM-3Ws.
The radome is integrally molded with the fuselage halves.
Its complex shape and removal of the lower turret fairing looks to be well represented except for maybe a small area at the very aft end of the radome.
The cockpit is adequate to the scale, needing only seat belt and shoulder harness for completeness.
The seat is a little undersized and there would generally be a seat-back cushion and seat-pack parachute in it.
The landing gear is delicate and the tail gear is remarkably complete.
The tail gear looks a little more extended than a regular TBM's, but that's mostly if not completely because the https://fablabs.ru/ben/ben-affleck-detroit-casino.html forward of that is significantly less deep.
No interior is provided for the radar operator but even if the modeler goes to the trouble of opening the compartment door, a scratch-built one wouldn't be very visible.
If you want to move closer to perfection, adding "flutes" to the exhaust stacks provided would be more obvious, although not all TBM-3Ws had flame suppressors.
Note how close the main landing gear is to the radome.
These were also painted white on many airplanes.
The odd representation of the star in the national insignia occurs because part of it is painted on the crew door, which is open.
Another detail with some spinwingblog are antennas.
The most obvious is the relay antenna on the vertical antenna the operational concept in the beginning, was to transmit the radar signal down to a ship.
For example, this is a depiction of the antenna suite typical of a Canadian TBM-3W2.
Two companies, with no experience with jet airplanes and little with airplanes - see XP-67 or jet engines, were able to produce a viable carrier-based airplane, folding wings and all, that was combat ready.
Click for the markings options provided.
It's a very detailed kit, particularly the cockpit, which is built up from plastic, decals, and photo etch to a degree not usually found in this scale and will be challenging.
The assembly instructions spinwingblog it take up a full page in the instruction sheet.
One external detail that caught my eye were two oval depressions on the belly just inboard of the jet exhaust pipes.
These are depressions where JATO bottles could be attached, allowing for a shorter deck-run takeoff if the catapults were hors de combat or just plain broken.
Compare to the actual airplane: Clear plastic parts are provided for the lights on either side of the hold-back door.
JATO came in handy when a Marine was forced to land, belly-up, on a beach after his engines quit due to fuel contamination.
A recovery team dug holes under the wheel wells so the landing gear could be lowered.
Then the holes were joined and the resulted hole expanded forward to create a ramp so the airplane could be towed onto ground level.
The belly tank was removed, the inboard flaps replaced, the fuel system flushed and filled, and JATO bottles fitted for a takeoff from the beach.
Peter Zanella asked me what changes would be required to convert this kit to the XFD-1 that made the U.
Navy's first carrier takeoffs play ben 000 games landings.
For its at-sea carrier evaluation, the XFD-1 was modified to have a fixed Davis Barrier activator in front of the windscreen it was spinwingblog on the production FH-1s.
Always enamored with airplanes, I imprinted on the Cougars, Banshees, and Skyraiders then being deployed.
Not able to be a Naval Aviator because I was nearsighted, I instead became an aeronautical engineer and general aviation pilot.
Now retired, I write books and monographs on U.

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The winter season is always and a good time to test new things, so I decided to test Eli Vanes against Spin Wings. I started shooting them indoors in Sutherland Hall at Lilleshall as it was blooming cold outside and the Spin Wings where shooting better scores then the Eli Vanes.


Enjoy!
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It looks like a pitot measures total pressure but is actually one of three static-pressure sources on most F3Hs the pitot on all but the F3Hs with the single piece windscreen is at the base of the windscreen.
It provides static pressure to some systems all the time and the altimeter and rate-of-climb indicator above 225 knots because its measurement of static pressure is more accurate then.
I wasn't able to determine when it was added.
However, it is not on early F3Hs.
From a modeling standpoint, it appears that if the Demon to be represented has the lateral-control spoilers see and the inflight refueling installation although it was sometimes removed when the airplane was shore-based, so that's not a sure thingit probably has the wingtip probe.
While rereading the flight spinwingblog, I was surprised to find that the ailerons and spoilers did not provide lateral control at the same time as I had assumed the speed at which the spoilers take over roll control is only given in the classified portion of the flight manual.
The Pensacola Museum F3H errs in having both spoilers raised.
However, my initial configuration notes may be of interest and I will post links to build articles as they appear.
The big pieces are accurate in overall dimensions and appear to represent the shapes well enough the chord and sweep of the wing spinwingblog horizontal tail don't exactly match the McDonnell lines drawing but are not far enough off to bother to correct in my opinion.
The engraved panel lines and control surface demarcations are so fine as to disappear under too heavy a coat of paint.
At the moment, given the level of detail provided on the plastic and with the resin and photo-etch parts, I can't imagine much that the aftermarket companies can offer to improve what is in the box other than decals for different squadrons For a pretty good summary of the F3H Demon configurations, see For what it's worth, the F3H-2N only carried Sidewinder missiles in addition to the 20mm cannon.
The -2M could also be armed with Sparrow I missiles but only deployed a few times.
At least some -2Ns were modified to the -2 configuration, which spinwingblog be armed with Sparrow IIIs in addition to Sidewinders and the 20mm cannon.
That there wasn't much exterior difference among the Demons is reflected by https://fablabs.ru/ben/ben-affleck-kicked-out-of-casino-for-card-counting.html plastic provided in both kits being identical.
The instructions vary slightly and the decals are different.
The -2 kit instructions depict the modification required for the short beaver-tail configuration BuNo 143403 and subsequent.
Also while they show a Sparrow III option, only Sparrow Is are provided in the kit.
For the difference in missiles and pylons, see Both the initial McDonnell and subsequent Martin-Baker ejection seats are provided.
The latter were installed in production beginning with Free online games ben 10 ultimate alien force 146709 and retrofitted when a Demon went through overhaul, which took a few years to compete the first ejection with the M-B seat reportedly occurred in March 1958 and the last with the McAir seat in November 1960.
The first Demons did not have the inflight refueling probe installation on the upper right side of the forward fuselage in most but not all pictures of F3Hs with single-letter tail codes, it is not present.
It was probably introduced at some point in production and then retrofitted.
They were in fact scabbed onto the upper wing surface with a little ramp in front of them as part of the hinge although the photoetch provided may not be scale thickness.
Note that the two "fingers" on the aft side of the spoiler cover up the holes in the wing that allow the actuators to extend fully.
There is a large span-wise "strap" on the kit's lower wing surface ahead of the main landing gear wheel wells.
That's new to me but I'll have to take a look for it.
Two bespoke F3H external tanks are provided.
Legend has it that because of interference drag, the F3H would go farther with one external tank than two.
That seems dubious to me but I have not seen a picture of an operational F3H with two tanks.
One performance comparison chart that is available suggests that the additional range provided by the second tank was spinwingblog small.
There are several detail parts for the landing gear and to represent other features like the fuel vent.
At first glance, only the complex linkage providing anti-torque on the nose gear is not up to the standard of the rest of the kit.
The shrink struts that extend upward into the wheel well ahead of the shock strut are also not provided but these are easily made from wire or stretched sprue.
Note that the shock strut is deflated in this picture.
For more information on the nose landing gear, see The wings attach to the fuselage via small stubs.
These may or may not be adequate but in any event be careful not to introduce any wing anhedral that it might appear to have from pictures or front-view drawings.
See One missing and tiny detail I didn't notice it myself on the actual airplane for several years is the skid plate under each wing tip.
The resin afterburner nozzle is molded along with what appears to be a turbine wheel and exhaust cone.
The latter isn't called for in the instructions and appears to have been an early misunderstanding of the internal configuration of the engine since it looks like the aft end of the turbine section.
It should not be used.
Another part, 70, is identified in step 7 and reasonably represents the location and configuration of the afterburner flame holder.
See Rieth Creations has released a correction set for the more egregious errors.
See My next monograph is at the printer and is projected to be shipping to direct purchasers and distributors in mid-December.
For more, see I recommend that you order directly from Steve Ginter his margin will be significantly greater than from sales to distributors, enabling him to continue to publish monographs on esoteric subjects that the big publishers won't consider : This new monograph details the configuration of each of the first 47 Phantom IIs.
As is customary for Ginter monographs, it includes a model kit section.
These have only been a few for the early Phantom IIs and most are out of production.
See While the conversion parts and decals are for the first F4H-1, it provides the basis for the remainder of the first 47 Phantom IIs and the Cutting Edge decal sheet for the development F4Hs is still available.
See My post on the differences between the XFL-1 and the P-39 included a comparison of the respective wing planforms.
As it happened, the P-39 outline was taken from a Bell wing station drawing that I've since discovered wasn't rigorous about the actual shape of the wing tip.
The post was also created before I mastered Illustrator and started to use a dimensioned box around a drawing to allow it to be accurately scaled.
Recently I discovered that the P-39 outline was being taken as being accurate by at least one modeler.
I was chagrined to discovered that it was not, certainly with respect to the wing tip.
I therefore went back and created as accurate a P-39 wing planform drawing as I could from the data available to me.
It's posted here: I then redid the XFL-1 drawing, which was based on a detailed Bell wind-tunnel model drawing.
I was happy to see that it overlaid perfectly with the one in the original post.
I then added the P-39 drawing to it along with a dimensioned box.
Note that the root of the XFL-1 wing is closer to the fuselage centerline than the F-39's.
The original post has been updated with this drawing.
August was a good month for 72nd-scale carrier-based modeler enthusiasts with the arrival of the Special Hobby FH-1 Phantom see prior post and the Sword TBM-3W.
While the former was excellent kit, there were earlier options.
The latter was particularly welcome because it was unrepresented other than by relatively crude conversions.
There are two issues available: SW72114 shown above with decals for US Navy, Royal Canadian Navy, and Japanese Maritime Self-Defense Force; and SW72115 with decals for Dutch and French TBM-3Ws.
The radome is integrally molded with the fuselage halves.
Its complex shape and removal of the lower turret fairing looks to be well represented except for maybe a small area at the very aft end of the radome.
The cockpit is adequate to the scale, needing only seat belt and shoulder harness for completeness.
The seat is a little undersized and there would generally be a seat-back cushion and seat-pack parachute in it.
The landing gear is delicate and the tail gear is remarkably complete.
The tail gear looks a little more extended than a regular TBM's, but that's mostly if not completely because the fuselage forward of that is significantly less deep.
No interior is provided for the radar operator but even if the modeler goes to the trouble of opening the compartment door, a scratch-built one wouldn't be very visible.
If you want to move closer to perfection, adding "flutes" to the exhaust stacks provided would be more obvious, although not all TBM-3Ws had flame suppressors.
Note how close the main landing gear is to the radome.
These were also painted white on many airplanes.
The odd representation of the star in the national insignia occurs because part of it is painted on the crew door, which is open.
Another detail with some variation are antennas.
The most obvious is the relay antenna on the vertical antenna the operational concept in the beginning, was to transmit the radar signal down to a ship.
For example, this is a depiction of the antenna suite typical of a Canadian TBM-3W2.
Two companies, with no experience with jet airplanes and little with airplanes - see XP-67 or jet engines, were able to produce a viable carrier-based airplane, folding wings and all, that was combat ready.
Click for the markings options provided.
It's a very detailed kit, particularly the cockpit, which is built up from plastic, decals, and photo etch to a degree spinwingblog usually found in this scale and will be challenging.
The assembly instructions for it take up a full page in the instruction sheet.
One external detail that caught my eye were two oval depressions on the belly just inboard of the jet exhaust pipes.
These are depressions where JATO bottles could be attached, allowing for a shorter deck-run takeoff if the catapults were hors de combat or just plain broken.
Compare to the actual airplane: Clear plastic parts are provided for the lights on either side of the hold-back door.
JATO came in handy when a Marine was forced to land, belly-up, on a beach after his engines quit due to fuel contamination.
A recovery team dug holes under the wheel wells so the landing gear could be lowered.
Then the holes were joined and the resulted hole spinwingblog forward to create a ramp so the airplane could be towed onto ground level.
The belly tank was removed, the inboard flaps replaced, the fuel system flushed and filled, and JATO bottles fitted for a takeoff from the beach.
Peter Zanella asked me what changes would be required to convert this kit to the XFD-1 click here made the U.
Navy's first carrier takeoffs and landings.
For its at-sea carrier evaluation, the XFD-1 was modified to have a fixed Davis Barrier activator in front of the windscreen it was retractable on the production FH-1s.
Always enamored with airplanes, I imprinted on the Cougars, Banshees, and Skyraiders then being deployed.
Not able to be a Naval Aviator because I was nearsighted, I instead became an aeronautical engineer and general aviation pilot.
Now retired, I write books and monographs on U.

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About Me – The Wonders of Vertical Flight
Valid for casinos
Wingtra | Professional VTOL fixed-wing drones
Visits
Dislikes
Comments
It looks like a pitot measures total pressure but is actually one of three static-pressure sources on most F3Hs the pitot on all but the F3Hs with the single piece windscreen is at the base of the windscreen.
It provides static pressure to some systems all the time and the altimeter and rate-of-climb indicator above 225 knots because its measurement of static pressure is more accurate then.
I wasn't able to determine when it was added.
However, it is not on early F3Hs.
From a modeling standpoint, it appears that if the Demon to be represented has the lateral-control spoilers see spinwingblog the inflight refueling installation although it was sometimes removed when you game creator online ben 10 can airplane was shore-based, so that's not a sure thingit probably has the wingtip probe.
While rereading https://fablabs.ru/ben/places-to-play-free-online-games-of-ben-10.html flight manual, I was surprised to find that the ailerons and spoilers did not provide lateral control at the same time as I had assumed the speed spinwingblog which the spoilers take over roll control is only given in the classified portion of the flight manual.
The Pensacola Museum F3H errs in having both spoilers raised.
However, my initial configuration notes may be of interest and I will post links to build articles as they appear.
The big pieces are accurate in overall dimensions and appear to represent the shapes well enough the chord and sweep of the wing and horizontal tail don't spinwingblog match the McDonnell lines drawing but are not far enough off to bother to correct in my opinion.
The engraved panel lines and control surface demarcations are so fine as to disappear under too heavy a coat of paint.
At the moment, given the level of detail provided on the plastic and with the resin and photo-etch parts, I can't imagine much that the aftermarket companies can offer to improve what is in the box other than decals for different squadrons For a pretty good summary of the F3H Demon configurations, see For what it's worth, the F3H-2N only carried Sidewinder missiles in addition to the 20mm cannon.
The -2M could also be armed with Sparrow I missiles but only deployed a few times.
At least some -2Ns were modified to the -2 configuration, which could be armed with Sparrow IIIs in addition to Sidewinders and the 20mm cannon.
That there wasn't much exterior difference among the Demons is reflected by the plastic provided in both kits being identical.
The instructions vary slightly and the decals are different.
The -2 kit instructions depict the modification required for the short beaver-tail configuration BuNo 143403 and subsequent.
Also while they show a Sparrow III option, only Sparrow Is are provided in the kit.
For the difference in missiles and pylons, see Both the initial McDonnell and subsequent Martin-Baker ejection seats are provided.
The latter were installed in production beginning with BuNo 146709 and retrofitted when a Demon went through overhaul, which took a few years to compete the first ejection with spinwingblog M-B seat reportedly occurred in March 1958 and the last with the McAir seat in November 1960.
The first Demons did not have the inflight refueling probe installation on the upper right side of the forward fuselage in most but not all pictures of F3Hs with single-letter tail codes, it is not present.
It was probably introduced at some point in production and then retrofitted.
They were in fact scabbed onto the upper wing surface with a little ramp in front of them as part of the hinge although the photoetch provided may not be scale thickness.
Note that the two "fingers" on the aft click to see more of the spoiler cover up the holes in the wing that allow the actuators to extend fully.
There is a large span-wise "strap" on the kit's lower wing surface ahead of the main landing gear wheel wells.
That's new to me but I'll have to take a look for it.
Two bespoke F3H external tanks are provided.
Legend has it that because of interference drag, the F3H would go farther with one external tank than two.
That seems dubious to me but I have not seen a picture of an operational F3H with two tanks.
One performance comparison chart that is available suggests that the additional range provided by the second tank was pretty small.
There are several detail parts for the landing gear and to represent other features like the fuel vent.
At first glance, only the complex linkage providing anti-torque on the nose gear is not up to the standard of the rest of the kit.
The shrink struts that extend upward into the wheel well ahead of the shock strut are also not provided but these are easily made from wire or stretched sprue.
Note that the shock strut is deflated in this picture.
For more information on the nose landing gear, see The wings attach to the fuselage via small stubs.
These may or may not be adequate but in any event be careful not to introduce any wing anhedral that it might appear to have from pictures or front-view drawings.
See One missing and tiny detail I didn't notice it myself on the actual airplane for several years is the skid plate under each wing tip.
See Step 13 in the instructions incorrectly depicts the location of parts 34 and 36.
The resin afterburner nozzle is molded along with what appears to be a turbine wheel and exhaust cone.
The latter isn't called for in the instructions and appears to have been an early misunderstanding of the internal configuration of the engine since it looks like the aft end of the turbine section.
It should not be used.
Another part, 70, is identified in step 7 and reasonably represents the location and configuration of the afterburner flame holder.
See Rieth Creations has released a correction set for the more egregious errors.
See My next monograph is at the printer and is projected to be shipping to direct purchasers and distributors in mid-December.
For more, see I recommend that you https://fablabs.ru/ben/play-ben-10-000-games-free.html directly from Steve Ginter his margin will be significantly greater than from sales to distributors, enabling him to continue to publish monographs on esoteric subjects that the big publishers won't consider : This new monograph details the configuration of each of the first 47 Phantom IIs.
As is customary for Ginter monographs, it includes a model kit section.
These have only been a few for the early Phantom IIs and most are out of production.
See While the conversion parts and decals are for the first F4H-1, it provides the basis for the remainder of the first 47 Phantom IIs and the Cutting Edge decal sheet for the development F4Hs is still available.
See My post on the differences between the XFL-1 and the P-39 included a comparison of the respective wing planforms.
As it happened, the P-39 click at this page was taken from a Bell wing station drawing that I've since discovered wasn't rigorous about the actual shape of the wing tip.
The post was also created before I mastered Illustrator and started to use a dimensioned box around a drawing to allow it to be accurately scaled.
Recently I discovered that the P-39 outline was being taken as being accurate by at least one modeler.
I was chagrined to discovered that it was not, certainly with respect to the wing tip.
I therefore went back and created as accurate a P-39 wing planform drawing as I could from the data available to me.
It's posted here: I then redid the XFL-1 drawing, which was based on a detailed Bell wind-tunnel model drawing.
I was happy to see that it overlaid perfectly with the one in the original post.
I then added the P-39 drawing to it spinwingblog with a dimensioned box.
Note that the root of the XFL-1 wing is closer to the fuselage centerline than the F-39's.
The original post has been updated with this drawing.
August was a good month for 72nd-scale carrier-based modeler enthusiasts with the arrival of the Special Hobby FH-1 Phantom see prior post and the Sword TBM-3W.
While the former was excellent kit, there were earlier options.
The latter was particularly welcome because it was unrepresented other than by relatively crude conversions.
There are two issues available: SW72114 shown above with decals for US Navy, Royal Canadian Navy, and Japanese Maritime Self-Defense Force; and SW72115 with decals for Dutch and French TBM-3Ws.
The radome is integrally molded with the fuselage halves.
Its complex shape and removal of the lower turret fairing looks to be well represented except for maybe a small area at the very aft end of the radome.
The cockpit is adequate to the scale, needing only seat belt and shoulder harness for completeness.
The seat is a little undersized and there would generally be a seat-back cushion and seat-pack parachute in it.
The landing gear is delicate and the tail gear is remarkably complete.
The tail gear looks a little more extended than a regular TBM's, but that's mostly if not completely because the fuselage forward of that is significantly less deep.
No interior is provided for the radar operator but even if the modeler goes to the trouble spinwingblog opening the compartment door, a scratch-built one wouldn't be very visible.
If you want to move closer to perfection, adding "flutes" to the exhaust stacks provided would be more obvious, although not all TBM-3Ws had flame suppressors.
Note how close the main landing gear is to the radome.
These were also painted white on many airplanes.
The odd representation of the star in the national insignia occurs because part of it is painted on the crew door, which is open.
Another detail with some variation are antennas.
The most obvious is the relay antenna on the vertical antenna the operational concept in the beginning, was to transmit the radar signal down to a ship.
For example, this is a depiction of the antenna suite typical of a Canadian TBM-3W2.
Two companies, with no experience with jet airplanes and little with airplanes - see XP-67 or jet engines, were able to produce a viable carrier-based airplane, folding wings and all, that was combat ready.
Click for the markings options provided.
It's a very detailed kit, particularly the cockpit, which is built up from plastic, decals, and photo etch to a degree not usually found in this spinwingblog and will be challenging.
The assembly instructions for it take up a full page in the instruction sheet.
One external detail that caught my eye were two oval depressions on the belly just inboard of the jet exhaust https://fablabs.ru/ben/ben-10-omniverse-mummy-games-free-download-for-mobile.html />These are depressions where JATO bottles could be attached, allowing for a shorter deck-run takeoff if the catapults were hors de combat or just plain broken.
Compare to the actual airplane: Clear plastic parts are provided for the lights on either side of the hold-back door.
JATO came in handy when a Marine was forced to land, belly-up, on a beach after his engines quit due to fuel contamination.
A recovery team dug holes under the wheel wells so the landing gear could be lowered.
Then the holes were joined and the resulted hole expanded forward to create a ramp so the airplane could be towed onto ground level.
The belly tank was removed, the inboard flaps replaced, the fuel system flushed and filled, and JATO bottles fitted for a takeoff from the beach.
Peter Zanella asked me what changes would be required to convert this kit to the XFD-1 that made the U.
Navy's first carrier takeoffs and landings.
For its at-sea carrier evaluation, the XFD-1 was modified to have a fixed Davis Barrier activator in front of the windscreen it was retractable on the production FH-1s.
Always enamored with airplanes, I imprinted on the Cougars, Banshees, and Skyraiders then being deployed.
Not able to be a Naval Aviator because I was nearsighted, I instead became an aeronautical engineer and general aviation pilot.
Now retired, I write books and monographs on U.

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Wingtra | Professional VTOL fixed-wing drones
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About Me – The Wonders of Vertical Flight
Visits
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Comments
Facebook liefert Informationen, mit denen du die Intention von Seiten besser verstehst.
Hier erfährst du mehr zu den Personen, die die Spinwingblog verwalten und Beiträge darin posten.
This March I had the pleasure of being the pilot for spinwingblog research expedition to the ice just east of Greenland, led by the Institute of Marine Research.
We landed onboard the Norwegian Coast Guard icebreaker KV Svalbard in Tromsø, then steamed west for roughly 750nm to the West Spinwingblog />We were close enough to the spinwingblog of Greenland spinwingblog see land in the distance most of the time.
Our objective was threefold.
Locate Harp and Hooded seal breeding patches.
Place GPS markers around the patches.
This would make it easier for the fixed-wing asset responsible for aerial photography to locate the seals.
The pictures from that is used to count the seal pups.
ben ten play games transects through the patch where the researchers note the age of the pups.
This is possible due to how fast the seals grow over a limited period of time.
Harp pups are left to fend for themselves after 12 days, and Hood pups after 5.
We only had 6 days in the ice, so we were quite busy when the spinwingblog was on our side.
Unfortunately the last round of staging had to be source due to extremely poor visibility and low ceiling.
Though a short trip, it was a really nice experience, and I would like to thank all those who participated.

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Throwback from last year doing a trip to the Fram strait researching Bowhead whales. In fact, we still get top data from this trip. Exploring the artic like this (and in conditions like on this picture) is just amazing.


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