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Robertson

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  1. If I absolutely had to build one, I would start with the Otaki, maybe with a vacu form canopy, and definitely a good resin correction cowl (probably easy to find one on Ebay), as the Otaki kit looks right, maybe even down to the propeller hub. Otaki engraving is outstanding for the 1970s, and looked comparable to Eduard or Hasegawa. The Eduard is just one of their old bad kits, with gangly gear legs that look way too tall, and the prop hub dome way too small, as well as the entire hub mechanism if I recall. Even the cockpit was underwhelming. The only really good thing on that kit
  2. Don't rely on drawings, especially factory General Arrangement drawings, which are the cause of most problems in other drawings... The best drawings are done by Youyuso (Juan Temma) of the "Wings of Pegasus" site, who makes accurate models, while producing the most accurate drawings in the world (with full cross-section breakdown analysis) as he cuts plastic... The Hellcat page: http://soyuyo.main.jp/f6f/f6f-1.html He chose the Hasegawa kit because of the fuselage tapering issue, yet even with all this (enormous) work I feel his final Hellcat is NOT accurate...: You
  3. Point taken. Top side by side image the Hobby Boss is to the left. I take this opportunity to note the KH windscreen side windows do not look quite like the real ones, in that the kit's corners are crisp and do not have the slightly "rounded corners" of the real thing. This can be cheat-masked for a better appearance I would guess...
  4. The Eduard is inaccurate in tapering the fuselage within the wing chord. The best is probably the old Otaki/Airfix from what I saw, if with a few extras.
  5. In your dreams maybe? One way to see how the right fuselage side was re-ground is that the wingroot stubs were not...: They stick out the correct 3 mm (6 inches) on the left, but only about 1.5 mm on the right side... The stubs suggest the kit is intended be a B-29A, but it is over one feet short in the needed extra 1 foot span. (The wingroot stubs, and associated vastly different wing attachment, are what increases the span of the B-29A 1 foot over the B-29) In fact the Monogram kit is at least 3 mm short in span even for a regular B-29, and 9 mm short over the necess
  6. Robertson

    Eduard Zero

    Well, my Hasegawa A6M1 is still worth keeping, and adding the Tamiya canopy to...
  7. The overall 1/32 Hasegawa shape and fuselage/canopy width (and depth!) are also wrong. I am fairly sure anything from Revell in that scale would be a far better starting point. 1/48 Hasegawa 109s share most of these issues.
  8. The 1/48 Monogram B-29 fuselage is asymmetrically moulded, hence the ill-fitting clear parts. The same brand B-17G is a miracle of perfection in comparison to the abomination that is the Monogram 1/48 Superfortress... In the recent re-pop they tried to fix the fact half of the 16 exhausts were missing, with comical results. Prop hubs on the Hamiltons are literally 1:32 scale egg plane stuff. The Curtiss blades are woefully skinny. Even as a ceiling hanger it needs tons of help, resin cowls, squadron canopies and the turrets removed. Best advice I can give is never load it with weight, and buil
  9. Sorry if this is an old thread, but it is not a matter of photo angle when the overall volume of the windscreen is so different... If you look at the volumes on their own, the HB is not even close. It cannot be a camera effect. This entirely disqualifies the HB kit from the very start... By volume alone, the Kittyhawk windscreen is far closer. (The Kittyhawk shock cone is an issue, but fixable in a hidden area, quite unlike an entire canopy!!!: No comparison of like with like here) Hobby Boss windscreen volume: Posted December 14, 2019 (edited) HB
  10. The HK rear fuselage is still grossly fat and looks wrong, and by more than a small amount according to someone who has the full set of dimensions... Wish he actually spelled those out... The outer nacelles are absurdly high and really disqualify the new kit. Never mentioned by anyone is that the HK wing profile is a (wrong) cambered shape: Flatter on the bottom and more curved on the top: Following 1930s airliner practice, the real thing had a perfectly symmetrical tear drop shape airfoil, relying on the fuselage-set camber angle instead. For years I though the M
  11. Fixing the Accurate Min. kit cowls is a tough proposition, if you are demanding on the result... Resin AM are a huge timesaver, and will usually be much better, as well as not that expensive... The compound radius needs fixing, and it must be done the exact same way all around...: That's essentially nonsense. Spare yourself and get resin cowls. R.
  12. The easiest way to a high back is to diagonally cut the rear of an Airfix PR XIX, to adapt to an Airfix Mk XIVe front fuselage. Scratchbuilding the whole spine is extreme, in my opinion, especially if you use agressive lacquer paints... The way to do this joining is to attach the tall back rear on one side, match it up to the unmodified lowback on the other side, then reverser the process. The Eduard Mk VIII wingroot fits amazingly well the Airfix Mk XIVe, but still requires a lot of carving in the wing's lower rear thickness: The Mk XIV requires the shorter span Mk
  13. The Hasegawa is crap, as are all the other current ones
  14. I went for throwing in the Airfix PR XIX fuselage into the Airfix Mk XIV wings. Adapting the Mk XIV windscreen to the PR XIX fuselage, with the characteristic crisp base to be made from putty, is a lot of work. I also used the very clear, well-shaped Eduard Mk IX sliding hood (which does eventually fit the Airfix windscreen closed), but this is just a tiny bit narrow for the correct width Airfix opening (Eduard being too narrow by 0.5 mm, or one scale inch, from real aircraft measurements). After a bit of work, the Eduard hood finally works with the Airfix Mk XIV windscreen (matchi
  15. A bit unrelated, but of interest: Ki-100 vs Ki-84 comparative test source: "Aeroplane" November 2005, "Ki-100 fighter Database" p. 61-77. (16 full pages on the Ki-100, with remarkable details, including detailed coverage of the projected high-altitude turbo-charged variant) Quote : P. 76: "At these schools, the cream of the IJAAF's instructors, all very experienced combat pilots, would give their opinion on the new fighter (Ki-100). Almost all the Akeno instructors were graduates of the 54th Class of the Army Air Academy and also highly-qualified sentai commanders in their own
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