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  #11  
Old 03-15-2018, 09:32 PM
Falco Falco is offline
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You must have nerves of steel... With kits like this you've got one shot to get it right. I can't take this kind of pressure so I shy away from printed kits.
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  #12  
Old 03-16-2018, 03:31 AM
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Kevin WS Kevin WS is offline
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Falco - that's too true. Coincidentally I was thinking exactly the same thing. And in my case due to the way I build, I WOULD mess up the finish!
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  #13  
Old 03-17-2018, 07:31 AM
RickPink65 RickPink65 is offline
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Geli models, perhaps the best card models around due to their simplicity, beauty, ease of assembly and several other features are printed on a beautiful silver paper. However, I ALWAYS scan every paper model I build which gives me the opportunity of replacing a missed or damage part or to build another model if I want to. Yes, the silver colour is lost although I am experimenting with some silver papers available from Amazon.

This is one of the great advantages of card models. If you miss or break a plastic model part, you either have to order the part from the manufacturer, if the model is still available or just throw away the whole model. That never happens to card models. Your Lightning is coming out beautiful. Congratulations.
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  #14  
Old 03-17-2018, 08:16 AM
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Styrian Spitfire Styrian Spitfire is offline
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Hello friends of Lightning,

thank you for your comments

The rear air outlets are now a bit complicated ... between both cylinders ...
... comes as part of Part 9. The floor pan (part 11) glued
Two outlets on the lower fuselage.

Best regards
Kurt
Attached Thumbnails
Electric P1B "Lightning" - 1:33 - GELI-dscf0097.jpg   Electric P1B "Lightning" - 1:33 - GELI-dscf0098.jpg   Electric P1B "Lightning" - 1:33 - GELI-dscf0109.jpg   Electric P1B "Lightning" - 1:33 - GELI-dscf0110.jpg   Electric P1B "Lightning" - 1:33 - GELI-dscf0111.jpg  

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  #15  
Old 03-17-2018, 08:24 AM
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Butelczynski Butelczynski is offline
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I wonder is this is the original kit later reprinted in Maly Modelarz .Interesting kit.I have never done Geli model.
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  #16  
Old 03-19-2018, 08:17 AM
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Mike1158 Mike1158 is offline
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"Lightning, was designed...as an intercepter fighter. As such, it has probably the fastest rate-of-climb of any combat aircraft" – Flight International, 21 March 1968

The Lightning possessed a remarkable climb rate. It was famous for its ability to rapidly rotate from takeoff to climb almost vertically from the runway, though this did not yield the best time-to-altitude. The Lightning's trademark tail-stand manoeuvre exchanged airspeed for altitude; it could slow to near-stall speeds before commencing level flight. The Lightning’s optimum climb profile required the use of afterburners during takeoff. Immediately after takeoff, the nose would be lowered for rapid acceleration to 430 knots (800 km/h) IAS before initiating a climb, stabilising at 450 knots (830 km/h). This would yield a constant climb rate of approximately 20,000 ft/min (100 m/s). Around 13,000 ft (4,000 m) the Lightning would reach Mach 0.87 (1,009 km/h) and maintain this speed until reaching the tropopause, 36,000 ft (11,000 m) on a standard day. If climbing further, pilots would accelerate to supersonic speed at the tropopause before resuming the climb. A Lightning flying at optimum climb profile would reach 36,000 ft (11,000 m) in under three minutes.
Lightning in flight at the Ysterplaat Airshow, Cape Town, September 2006

The official ceiling of the Lightning was kept secret; low security RAF documents would often state in excess of 60,000 ft (18,000 m). In September 1962, Fighter Command organised interception trials on Lockheed U-2As at heights of around 60,000–65,000 ft (18,000–20,000 m), which were temporarily based at RAF Upper Heyford to monitor Soviet nuclear tests. Climb techniques and flight profiles were developed to put the Lightning into a suitable attack position. To avoid risking the U-2, the Lightning was not permitted any closer than 5,000 ft (1,500 m) and could not fly in front of the U-2. For the intercepts, four Lightning F1As conducted eighteen solo sorties. The sorties proved that, under GCI, successful intercepts could be made at up to 65,000 ft (20,000 m). Due to sensitivity, details of these flights were deliberately avoided in the pilot log books.

In 1984, during a NATO exercise, Flt Lt Mike Hale intercepted a U-2 at a height which they had previously considered safe (thought to be 66,000 feet (20,000 m)). Records show that Hale also climbed to 88,000 ft (27,000 m) in his Lightning F.3 XR749. This was not sustained level flight but a ballistic climb, in which the pilot takes the aircraft to top speed and then puts the aircraft into a climb, exchanging speed for altitude. Hale also participated in time-to-height and acceleration trials against Lockheed F-104 Starfighters from Aalborg. He reports that the Lightnings won all races easily with the exception of the low-level supersonic acceleration, which was a "dead heat". Lightning pilot and Chief Examiner Brian Carroll reported taking a Lightning F.53 up to 87,300 feet (26,600 m) over Saudi Arabia at which level "Earth curvature was visible and the sky was quite dark", noting that control-wise "[it was] on a knife edge".

Brian Carroll compared the Lightning and the F-15C Eagle, having flown both aircraft, stating that: "Acceleration in both was impressive, you have all seen the Lightning leap away once brakes are released, the Eagle was almost as good, and climb speed was rapidly achieved. Takeoff roll is between 2,000 and 3,000 ft [610 and 910 m], depending upon military or maximum afterburner-powered takeoff. The Lightning was quicker off the ground, reaching 50 ft [15 m] height in a horizontal distance of 1,630 ft [500 m]". Chief test pilot for the Lightning Roland Beamont, who also flew most of the "Century Series" US aircraft, stated his opinion that nothing at that time had the inherent stability, control and docile handling characteristics of the Lightning throughout the full flight envelope. The turn performance and buffet boundaries of the Lightning were well in advance of anything known to him.

Last edited by Mike1158; 03-19-2018 at 08:32 AM.
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  #17  
Old 03-25-2018, 01:39 AM
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Styrian Spitfire Styrian Spitfire is offline
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Hello ,

at yesterday's craft day it went with my Lightning again something,

The wings were difficult to adjust, I did not succeed so well. High oars and side oars are placed.

Cockpit glazing and interior a 'la GELI, the rockets are still under construction.

Best regards
Kurt
Attached Thumbnails
Electric P1B "Lightning" - 1:33 - GELI-dscf0001.jpg   Electric P1B "Lightning" - 1:33 - GELI-dscf0016.jpg   Electric P1B "Lightning" - 1:33 - GELI-dscf0017.jpg   Electric P1B "Lightning" - 1:33 - GELI-dscf0026.jpg   Electric P1B "Lightning" - 1:33 - GELI-dscf0027.jpg  

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  #18  
Old 03-25-2018, 09:08 AM
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MichaelS MichaelS is offline
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Really very nice sir
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  #19  
Old 03-25-2018, 12:09 PM
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Don Boose Don Boose is offline
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It is a real pleasure to see your usual clean, precise craftsmanship on this double classic (classic airplane, classic kit).

Don
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  #20  
Old 03-26-2018, 05:18 AM
rmks2000 rmks2000 is offline
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I agree with Don. It takes skill to work with aluminized prints without creating creases on the parts.
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