Monogram MiG-15 – Operation “Landing Struts” – How did it go?

You tell me…

The left strut was glued back after triple-checking the alignment…

Before…

The right strut was then glued with an expensive clamp to hold it in place…

Gluing the landing gear actuators was done 12 hours later…

Here I was testing the solidity…

Meeting a former foe…

The two builds will have wait for a black base coat when I get my okay from my ophtalmologist.

这两栋楼要等我从眼科医生那里得到同意后,再上黑色底漆。

Эти два телосложения будут ждать черного базового пальто, когда я получу свое согласие от офтальмолога.

Ces deux constructions attendront leur couche de fond noire lorsque mon ophtalmologue me donnera son accord.

Monogram MiG-15 – Operation “Landing Struts”

I still can’t figure out what I did wrong with the struts.

If you are a new reader to My Forgotten Hobby III, this was what went terribly wrong.

The only thing I could think of was that I had inverted the left strut with the right strut.

 

The only possible avenue I had left was to launch Operation “Landing Struts”…

The landing struts were cut off and holes were bored out.

 

I used my Dremel bought in the 1970s to do it.

The Dremel was also used to bore out holes in the landing struts.

Next, different diameter streched sprues were made. The more the better…

I then cut two small pieces and glued them to the struts letting the glue set overnight.

If everything goes to plan, tomorrow I will reassemble the struts.

Monogram MiG-15 – закон Мерфи

Progress report

Last Tuesday night I had finally glued the wings to the fuselage and found that the fit was just perfect. I had checked later if they were perfectly aligned and if the glue had set.

Так и было, но потом что-то выглядело ужасно неправильно.

Oops!

We all know what Murphy’s Law is…, but just to be sure I had checked Wikipedia.

Закон Мерфи – это пословица или эпиграмма, которая обычно называется “как”: “Все, что может пойти не так, пойдет не так”.

 

This is what went wrong.

The only thing I can think of is that I had inverted the left strut with the right strut.

I am sure I had checked the instructions several times, but…

Perfect example of Murphy’s Law isn’t?

закон Мерфи

Major surgery ahead…

Operation “Landing Struts”

 

Monogram MiG-15 – 进度报告

As I said yesterday morning, enjoying is what’s it all about on My Forgotten Hobby III.

The MiG-15 is taking shape although bad lighting showing the fuselage after being glued does not reflect this…

It’s much better here when I dry fitted the wings.

I dry fit a lot now when I build model airplanes. I much prefer to attach the wings later on making it easier to work it the build. The landing gears look sturdy enough.

I glued them Monday night. I have learned to let the glue set overnight and avoid handling the glued parts.

There are still two parts to be glued on, but the instructions are not clear enough so I will have to double-check before.

I double-check a lot. Be sure to check in next time…

下次一定要来检查…

 

Enjoy!

Building model airplanes, or any kind of model kits for that matter, has to be an enjoyable hobby. Nowadays some manufacturers seem to go all in with complicated new kits.

Plane Dave makes a good point with his last build.

Having built ICM He-111H-3 I have learned now how to tackle those newer kits with lots of parts and some fragile ones.

You just have to take the time and not rush into it. This applies also to any other builds even with Monogram MiG-15.

What I enjoy the most is finding how to improve what I build lately like using Tamiya extra thin cement…

And Tamiya masking tape which I can reuse over and over again.

Monogram MiG-15 is the perfect model kit for young modelers and it has enough detailed parts to make it more than just a toy airplane.

The landing gear is not tricky except for one part. The main strut is well engineered which is a big plus for alignment.

Some Websites say that the MiG-15 is over scaled, but I really don’t mind.

The MiG-15 should be a great companion for the F-86…

My F-86 seems most interested with the progress…just like a cat.

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I tidied up my workplace yesterday.

Monogram MiG-15 will be on my to-do list when I can use my airbrush again after recovering from my eye operation last week. Removal of a cataract was long overdue and the waiting period was such that I had to go to a private clinic. There are some instructional videos about the procedure on the Internet so you can go and see how it is done.

Getting back to the MiG-15… After building Monogram F-86 it was written in the sky that I had to build its nemesis.

The box art is 1980 vintage and not eye catching but will be helpful for positioning the decals if they are still usable of course.

We’ll see what happens when I get there in January 2021.

Here are the parts. The instructions will follow later.

As always I will be documenting this build and search for more information. This was found on Scalemates. It’s the instructions for the 2005 release of the same kit.

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From the instructions sheet…

The MiG 15bis is one of the best known and most successful fighter planes of all time. It was built from German data by Artem Mikoyan and Mikhail Gurevich after the second world war. The special feature of this design was the all-swept wing with a 35° sweep angle that had proved to be the optimum shape for a jet in German wind tunnel tests. With the aid of these experiments – which were later used for the construction of the F-86 Sabre also – the design for the new fighter was produced in record time, but it was still missing an engine. As at this time the British government had released the Rolls-Royce Nene engine for export, the first prototype of the MiG 15 – then known as the I-310 – flew for the first time on 30th December 1947 with a Nene engine. Production of the MiG 15 began in 1949 – with a non-licensed Nene derivative, the RD-45 – and still in the same year the

first machines went into service with the Russian fighter units.

The new Russian fighter distinguished itself for its exceptional manoeuvrability and excellent flying and climbing capabilities. The machine was also very robust and easy to control. The Russian pilots quickly gave it the nickname “Soldier Aircraft”.

At the beginning of the Korean War on 25th June 1950, MiG 15s were also supplied to North Korea. With their 37 mm cannon they very soon presented the greatest danger to the American B-29 bombers. Losses of B-29s ultimately proved so high that the US Air Force was obliged to discontinue daylight attacks and carry out all their activities under cover of darkness. In Korea, on 8th November 1950, one of the most famous air battles between jets in aviation history took place over Sinuiju, in which American Lockheed F-80C Shooting Stars and North Korean MiG 15s took part. Over the years about 7,500 aircraft of the type MiG 15 were built, including an unknown number in Poland, the Czech Republic and China. Many other eastern bloc states and countries in the Near East were also supplied with these aircraft built under licence. In March 1953 East Germany also received Russian produced planes for their air force (presumably) – 102 MiG 15s still in their packing cases that were later used in JG-1 fighter squadron 1 “Fritz Schmenkel” in Holzdorf/Brandenburg and also with FAG 2 – fighter training squadron 2 – in Preschen/Brandenburg. One each of these machines can be built with the Revell model kit. In addition to purely military applications, aerobatic teams in many countries were also equipped with the MiG 15bis. Another aircraft that can be built is from the famous Kubinka team that flew in 1951 at the Tushino air show. Over the years, the MiG 15 flew in a whole series of wars including in the near and far east. Although they seem totally out-of-date today they are still in use in ever diminishing numbers in small countries. In particular the two-seat version, the MiG 15UTI, has demonstrated its longevity.

Technical data:

Wing span 10.07 m

Length 11.05 m

Height 3.39 m

Engine Klimov VK-1F

Output 2,695 kn

Max. take-off weight 6,444 kg

Weight empty 3,768 kg

Max. speed 1,074 km/h at sea level

Max. speed 1,055 km/h at 3,048 m

Range 901 km

Service ceiling 15,544 m

Armament 1 x NR-37 37 mm cannon

2 x NR-23 23 mm cannon

Crew 1 man

Maybe building the MiG-15 was written in the sky last February…

 

Unfinished business – Monogram F-86

I have decided to show you the progress I have made since I started this build earlier. The progress was at the end of this post.


F-86 – Day 1

 

Instructions

 

Some parts…

 

 

 

 

Tools…

These are the first two steps.

Here is the decal sheet which will probably be useless… I will make a copy on my inkjet printer using decal paper.

 Day 2

Joining the fuselage halves…

 Day 3

Joining the upper and lower wings…

Rock solid with a piece of masking tape to protect te pitot tube.

Parts left…

 

Fuselage…

Nice fit all around.

Day 4

Landing gear

Figurine posing…

Few parts left…


Testing the landing gear…

Rock solid…

Day 5

Landing gear doors glued and all the side panels also.

Day 6

The F-86 will have to wait for painting and decals as the decals are probably useless after 40 years.

 

 

Remembering December 6, 2013…and the F-86

 

This is the original post if you have not click on the link above. It was probably the shortest post I wrote…


What’s your favorite hobby?

Mine is writing blogs. Before, this was my favorite hobby…

Building model kits. Why not combine both hobbies, one from the past with this one? While you are pondering over this, you can visit this blog about an amateur  airplane model kit builder whose motto is Let’s build!

Click here.


As for the progress report on my build, it will appear here only, not on future posts. You will have to come back sometimes to see what is happening.

F-86 – Day 1

 

Instructions

 

Some parts…

 

 

 

 

Tools…

These are the first two steps.

Here is the decal sheet which will probably be useless… I will make a copy on my inkjet printer using decal paper.

 Day 2

Joining the fuselage halves…

 Day 3

Joining the upper and lower wings…

Rock solid with a piece of masking tape to protect te pitot tube.

Parts left…

 

Fuselage…

Nice fit all around.

Day 4

Landing gear

Figurine posing…

Few parts left…


Testing the landing gear…

Rock solid…

Day 5

Landing gear doors glued and all the side panels also.

Day 6

The F-86 will have to wait for painting and decals as the decals are probably useless after 40 years.

 

 

 

Found some more old decals

I like to document what I have built and I like to write about mistakes that I have made along the way.

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Writing for me is just as fun as building model airplanes, and I still have so many more model airplanes just waiting to share the fun with my readers.

IL-2 Sturmovik

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Eduard Spitfire Mk XVI

Eduard F6F-5N

ICM Me 109F-4

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ju-88-c-6

he-111-h-3

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Ordered last March, it arrived 11 days ago. Long overdue by a whole month, it was worth the wait. Below are instructions and images that were taken from Eduard’s Website.

Eduard Me 109E-3

No other aircraft of the German Luftwaffe is so intimately connected with its rise and fall in the course of the Second World War than the Messerschmitt Bf 109. This type, by whose evolution outlived the era in which it was conceptualized, bore the brunt of Luftwaffe duties from the opening battles of Nazi Germany through to her final downfall. The history of the aircraft begins during 1934-35, when the Reich Ministry of Aviation formulated a requirement for the development of a single-engined monoplane fighter. Proposals were submitted by Arado, Heinkel, Focke-Wulf and Bayerische Flugzeugwerke. The last mentioned firm featured a technical director named Professor Willy Messerschmitt, who was riding a wave of popularity based on the success of his recent liason aircraft, the Bf 108. His goal was to conceive of an aircraft with the best possible performance for the specified weight, size, and aerodynamic qualities. Over the subsequent months, several prototypes were built that served first and foremost in development flights and further modifications. The aircraft was relatively small, and compared to the prevailing trends of the time, docile with revolutionary features such as low wing design, the use of a retractable landing gear, a wing with a very narrow profile, wing slats, landing flaps, weapons firing through the prop hub, and so on. Even the enclosed cockpit and the method of construction were not very common just four years prior to the beginning of the Second World War. At its conception, the Bf 109 was a very promising asset despite some powerplant troubles. These were solved by the introduction of the DB 601. This engine, together with its extrapolated development DB 605, is umbilically connected to the types success. These two-row, twelve cylinder inverted V engines powered several tens of thousands of ‘109s in over 25 versions and variants.

The first combat use was by three developmental Bf 109s in the Spanish Civil War, where they were delivered in December 1936. The pre-series airframes were to, first of all, validate the aircraft’s abilities in modern aerial combat. Shortly thereafter, production machines in the form of the Bf 109B-1 began to reach 2./J.88, the Legion Condor. The desire of Germany to demonstrate her aerial prowess to potential foes was advanced further in international sport meets. The triumphs attained in Zurich in the summer of 1937 were complemented several months later by grabbing the speed record of 610.95 kph. In very short order, the progressive developments represented by the C, D and E versions appeared. Despite this, the delivery of the types to combat units did not sustain a rate that was desired by military brass. Even by August 1938, the Bf 109 accounted for less than half of the 643 front line fighters in service. The later months saw an increase in these rates. By the time of the invasion of Poland (which saw the participation of only a little more than 200 aircraft) the Luftwaffe possessed the best fighter produced in continental Europe. With both a qualitative and quantitative advantage, the fighter wing of the Luftwaffe entered the Polish campaign, the first defenses of the Fatherland, Blitzkrieg against the West, and the Battle for France. With one foot in the door that was the English Channel, the Luftwaffe embarked on the attacks on Britain in the summer months of 1940. Here, the first weakness of the Bf 109 was revealed: the inability to carry drop tanks that would have enabled the type to effectively escort bombers to England. This was one of the factors that made the defeat of the Luftwaffe in the Battle of Britain possible. Experiences gained in 1940 led to the development of the ‘F’ version prior to the spring of 1941. The elegance of the Bf 109 crested with the ‘Friedrich’. Following a largely defensive stance over the Channel and northern France, the Bf 109F took on a more offensive role in Operation Barbarossa in the east, and in northern Africa. In later duties with the ‘Jagdwaffe’ during the second phase of the war in the east, and in the ‘Defense of the Reich’ from 1943 to 1945, the Bf 109 served in the form of the ‘G’ version, followed by the ‘K’. Even if by the end of the war it was clear that the development of the Bf 109 was exhausted, during its combat career, the type was able to keep pace with the foes that it encountered. Besides its primary function as fighter, the Bf 109 also appeared as a fighter-bomber, reconnaissance platform, night fighter, trainer and Rammjäger.

The disappearance of the Bf 109 from the skies over Europe was not spelled out by the end of the war. Several examples were in Swiss service up to 1949, and many flew in the air force of Czechoslovakia in both original form with a DB 605 powerplant and as aircraft built out of necessity with surplus Jumo 211s. The latter type also served as the first fighter to fight for the independence of the newly formed state of Israel. Finland retired the type as recently as 1954, and Spain didn’t retire its HA-1109-1112, re-engined Bf 109s, until 1967. The legendary low-wing fighter of Professor Willy Messerschmitt survived the state that developed it.

This is what you get for your money…

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Lots of decals!

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PE parts to fiddle with…

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Clear parts…

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Well engineered…

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No nonsense instructions…

Instructions

Different planes to choose from with their history …

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This aircraft, which carried an unusual camouflage scheme for the noted period, was flown by the CO of JG 26, Obstlt. Hans-Hugo Witt in April 1940. Upper surfaces were composed of fields of RLM 02 and 71, while the bottom carried the standard RLM 65. The Geschwaderkommodor tactical marking was supplemented by a simplified version of the ‘Schlageter’ emblem, the unit marking of JG 26. The mounted rider was marking of Stab/JG 26 and was found exclusively on the left side th of the fuselage. Jagdgeschwader 26 participated in the Battle of France during this timeframe. Hans-Hugo led the unit until June 23 , 1940, when he left at the age th of 39 to take on several command functions in the Luftwaffe leadership. Witt is also known for being a survivor of the ill-fated Hindenburg flight on May 6 , 1937.

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The illustrated White ‘7’ flew in the spring of 1940 with 1. Staffel JG 2 under the command of Spanish Civil War veteran Oblt. Otto Bertram. The aircraft carries the standard period camouflage scheme consisting of RLM 02/71 on the upper surfaces. The lower surface light blue RLM 65 extended quite high up the fuselage sides. An oddity on this aircraft is the application of older national markings on this newer scheme, including the smaller fuselage crosses with very thin border segments and the application of the Swastika such that it covered both the rudder and the fin. The emblem of JG 2 Richthofen appeared on both sides of the fuselage under the cockpit. Similarly, the Staffel marking of a leashed dog ‘Bonzo’ appeared on both sides, and was developed by Otto Bertram. The template for the marking was the comic character ‘Bonzo the Dog’, by the Brit George Studdy who’s drawings paradoxically appeared on aircraft of both sides.

8262-e

The illustrated aircraft is an example of the camouflage scheme and national marking application introduced at the end of 1939, specifically during the ‘Sitzkrieg’ period and during the defense of Germany against the first retaliatory raids by the RAF. The aircraft is painted in the standard scheme of RLM 70 and 71 on the upper surfaces. The paint is affected by heavy weathering and wear. The lower surfaces are in light blue, RLM 65. An interesting feature on this aircraft, and occasionally seen on others, is the very large rendering of the national marking on the wings. The fuselage Balkenkreuz also has a more slender centre cross segment. The Totenhand marking below the cockpit is the 3./JG 51 unit insignia, while the Kitzbuheler Gams marking, which was used by I./JG 51 from its beginnings, was a reminder of the influx of Austrian pilots to the unit in 1938, at a time when it carried the markings of I./JG 233.

8262-b

Yellow ‘1’, W.Nr. 5057, was flown by the commander of 6. Staffel JG 51, Josef Priller, and underwent several camouflage color modifications through its career. According to some sources, the initial scheme was composed of RLM 70/71/65. However, it is easier to confirm later variations, when the underside light blue was extended up the sides of the fuselage, and quite high up at that. Later, this color was subdued by the application of irregular squiggles of RLM 02 and 71. Furthermore, the upper surfaces of the wing, originally composed of broken lines, were augmented in a similar manner as the fuselage sides. This was the appearance of the aircraft in the fall of 1940, and as depicted by our profile. At the time, the aircraft also received a yellow nose section and rudder. The extent of the front end yellow coloring is up for speculation. Some sources suggest this as it appears on the boxtop of this kit, while others claim that the yellow only covered the engine cowl and spinner, as shown in this profile. The emblem of II./JG 51 ‘Gott strafe England!’(God punish England!) shown on the rear of the fuselage, is sprayed on without the usual white background, only with the black border around a black raven with an umbrella, symbolizing Neville Chamberlain. The Staffel marking in the form of the Ace of Hearts subsequently was used on Priller’s later aircraft as a personal marking. Here, it does not yet bear the well-known ‘Jutta’ inscription. The kill marks denoting Priller’s aerial victories on the tail in the form of vertical tabs with dates, partially obscured the Swastika. Beer lover Josef Priller attained 101 aerial victories in 1,307 operational flights between 1939 and 1945. The pictured aircraft was later inherited by another well-known Luftwaffe pilot, Hptm. Herbert Ihlefeld, who used it in 1941 in the Balkan campaign.

8262-a

A very attractive scheme was carried by Bf 109E-3 White ‘15’, with which Uffz. Karl Wolff crashed on landing on August 30 , 1940. It carried the standard scheme of RLM 02/71/65, and the light blue 65 extended up the fuselage sides. The light blue, which also wrapped around the leading edges of the wings, was subdued with overspray of colors used on the upper surfaces. Furthermore, the aircraft received white paint on surfaces such as the nose, rudder and wingtips, used first and foremost as quick identification features. The I. Gruppe JG 52 unit emblem appeared on the nose of the plane. A month after his hard landing in White ‘15’, Uffz. Wolff was shot down and taken prisoner. Jagdgeschwader 52 became the Luftwaffe’s most successful fighter unit mainly due to its operations over the Eastern Front. However, its successes began during the Battle of France, and later, the Battle of Britain. By the end of 1940, the unit’s pilots had already racked up 177 kills. On the other hand, losses were quite high as well. Just during the Battle of Britain, the unit lost 53 pilots. The unit was also odd in that its equipment over the course of the war was composed exclusively of Bf 109s.

I like what others have done.

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I bought it because I had built Monogram’s Me 109 in the 60s and I wanted to reminisce just a little about the good old days.

Me 109 E

This other model kit was bought just the day after I bought the Me 109E-3. It has not arrived yet and I have asked for a refund.

Eduard FW 190 A-4

I had bought it mostly out of frustration with the useless decals for my vintage Monogram FW 190 I had built earlier this year.

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I had managed to add leftover decals, but I was not quite pleased with the results.

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This being said, this is where I am right now with my two hangar queens and some new found old decals on a clean workbench.

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I will have to repaint some parts of my Monogram Harvard once more.

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My Airfix Me 109 will need its upper camouflage to be completed…

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with the canopy frames and the black and white spinner. For that I will need to use my airbrush outside depending on the weather which has not been cooperating lately.

On second thoughts I wish I had left the spinner and the propeller off…

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Decals should come later…