Hi Guys,
Charles wrote:
I'm hoping to get the BraZ GE conversion engines since Alitalia used
them on their 747-200s.
The Airfix kit is strictly speaking a -100 as it was developed by the
Airfix design staff after a group of them had the opportunity to
photograph and measure a 1:1 747 at Heathrow. That it was a PW JT9D
powered aircraft means it might have been either a Pan Am or BOAC
aircraft.... All of the G-AWN* series 747's ordered by BOAC were
series 100's with PW JT9D. To emphasize this a little more, all
747-100's built, with the exception of some for Saudia, were JT9D
powered. Alitalia, Lufthansa, Air France, Sabena, KLM, TWA, Pan AM,
Eastern (leased from Pan Am), American, Delta, Continental, National,
Northwest, Aer Lingus, Air Canada, Braniff, Wardair Canada, United,
JAL, Iberia, and probably more all took some of these aircraft. Most
were delivered with three upper deck windows per side, with a first
class lounge configured in the hump. I'm guessing these were gone
within 3 - 4 years, replaced by 60 economy seats (10 rows of 3+3) in
most cases... and the extra 8 windows opened up. The Airfix kit is
ok for any of these aircraft.
The 747-200 (or 747B as it was first designated) was externally
identical to the -100, with a stronger landing gear and other local
strengthening to allow higher Max Gross Take Off Weight. This
version was offered with PW JT9D's as well, but also GE CF6-80's,
Rolls Royce RB.211's and an upgraded PW JT9R (I
think....). Alitalia, Lufthansa and KLM basically replaced their
earlier 747-100 fleets with new GE powered -200's, while airlines
including Air France, Iberia, JAL, Northwest, Air Canada, Wardair
added -200's to their existing fleets, usually using the same PW JT9D
engines for 'fleet commonality' reasons, though some did operate
mixed fleets (eg Wardair) with -100's with PW's and -200's with
GE's. British Airways added a fleet of -200B's with RR RB211's in
the G-BDX* series, and many other airlines added new -200 747's as
their first variant of the type - QANTAS, Singapore, Thai, Cathay,
Air China, China AIrlines, Korean Air, Air India, SAS, Flying Tiger,
Seabord World, World Airways, CP Air, Royal Air Maroc, El Al, South
African, Olympic, Aerolineas Argentinas, Varig, All Nippon, Air New
Zealand, UTA, TAP Portugal, for example. The SAS and Seabord were, I
think, the only -200's delivered with the upgraded PW JT9R... look
for a cowl that looks a lot like the GE CF6. The Airfix kit can be
used to build any -200 as long as you can find replacement engines -
and Braz does offer the RB211 and the GE CF6. The PW JT9R is not
offered, but as said is very similar to a CF6.
The Airfix kit suffers from some glaring problems, though most can be
remedied to some degree. Two worst features in my opinion are the
thick rudder - fairly easily remedied by sanding it as you would a
vacuform fin.... inner face on a sheet of wet and dry
sandpaper. You might need to build it back up a bit along the
trailing edge to restore the correct chord length, Other problem is
the total lack of a wing root fairing.... options are to build it as
is, or spend a lot of time getting intimate with your favourite
putty, sandpaper, and a bottle (or two) of your favourite mind
numbing beverage.
Next on the list of fixes is the engine cowls - moulded as if the
thrust reversers were open... as they were that day at LHR. You can
either drop the flaps and build it in landing roll-out config, or
putty in the trench and sand it smooth. Don't forget... the cowl
will then be too long by an amount equivalent to the width of cowl
just puttied... you might want to try to remove some of that excess
from the rear edge of the cowl.
Good luck!!!
Russell Brown
Airline Hobby Supplies LLC
P.O. Box 2128
Chandler, Arizona
U.S.A. 85244-2128
Phone: 480 792 9589
FAX: 480 792 9587
www.airline-hobby.com
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