Teaser...  Found footage from a British reporter, taken at Muharraq Airport (Bahrain), early 1991.

Very clever.............   

Great photo idea, can't wait to see the rest 

Well, it's just a color inversion filter with a photo negative frame - but it looks so convincing, partly like a low-light picture taken at night, that I had to pre-post it. ;-)

Quote from: Dizzyfugu on March 17, 2023, 06:25:45 AMWell, it's just a color inversion filter with a photo negative frame - but it looks so convincing, partly like a low-light picture taken at night, that I had to pre-post it. ;-)

Tease     

You would swear that was captured from a real flim clip..that's one hell of a tease Diz   

Finally, after much delay... a BAC Jet Provost T(R).5B, RAF 79 Sq., Operation Granby, 1991:

1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


Some background:
The BAC Jet Provost was a British jet trainer aircraft that was in use with the Royal Air Force (RAF) from 1955 to 1993. It was originally developed by Hunting Percival from the earlier piston engine-powered Percival Provost basic trainer, and later produced by the British Aircraft Corporation (BAC). In addition to the multiple RAF orders, the Jet Provost, sometimes with light armament, was exported to many air forces worldwide. The design was also further developed into a more heavily armed ground attack variant under the name BAC Strikemaster, which was not operated by the Royal Air Force but became a worldwide export success.

The Jet Provost was produced for the Royal Air Force in several variants with gradually stronger engines and other detail improvements, the first trainers entered RAF service in 1955. A major development step was the T.5 variant in 1967 with a pressurized cabin, a modified front section and the option for export customers to arm it with machine guns and underwing hardpoints. The T.5 was fitted with the Viper 201 or 202 turbojet engine and its versatility encouraged the RAF to utilize the Jet Provost in more roles besides basic training. With a top speed of 440 mph, excellent maneuverability, mechanical reliability and low operating costs, the Jet Provost was utilized as an aerobatic aircraft, for air warfare and tactical weapons training as well as for advanced training. T.5 deliveries from BAC's Warton factory commenced on 3 September 1969, and operators of the type included the RAFs Central Flying School and No. 1, No. 3, and No. 6 Flying Training Schools. During their career the T.5s were modified with improved avionics and a rough coating on the wing to break up the smooth airflow and give the trainee pilot an early indication of the onset of a stall (the T.5's original clean wing gave the pilot little warning); upgraded aircraft were re- designated T.5A. A sub-variant, unofficially designated T.5B, was a small number of T.5As fitted with wingtip-tanks (so far only used by export customers) and special equipment for long-range low-level navigator training.


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


During the Mid-Eighties the RAF started to look for a more economical successor for the aging Jet Provost fleet, and this eventually became the turbo-prop Shorts Tucano. The Tucano was selected in 1985 in preference to the Swiss Pilatus PC-9 and the British Hunting Firecracker. The first Tucano flew in Brazil on 14 February 1986, with the first Shorts built production aircraft flying on 30 December 1986. However, problems with the ejection seats delayed the introduction of the aircraft into service until 1989. During this period the Jet Provost remained the RAF's mainstay trainer, but it was gradually withdrawn from RAF service, mostly due to many airframes' age. However, late in their career a handful of these robust aircraft eventually saw frontline use and were deployed in a hot conflict during the first Gulf War, in an unexpected but important role that paved the way for new air strike tactics.

When the RAF took part in combat operations during Operation Granby/Desert Storm in 1991, it had been anticipated that complex and fast attack aircraft like the Tornado would autonomously perform air strikes, either with iron bombs against area targets or with precision weapons like laser-guided glide bombs against important or small objects. However, early experience from the front lines showed that deploying precision weapons was not easy: target acquisition and then both target designation and weapon deployment were not feasible with just a single aircraft – it would be exposed to potential enemy fire for too long or require two or more passes over the target, so that any surprise moment was ruined. During the early stages of the RAF's air raids a strike group of six aircraft would require two of them to act as dedicated target designators, selecting and illuminating targets with laser projectors for other aircraft. Another problem was that these scouts had to fly ahead of the strike force, check out the battlefield and loiter at relatively slow speed in hostile environment until the fast strike aircraft would arrive and drop their weapons. "Wasting" Tornados and their strike capability for these FAC duties was regarded as inefficient, and an alternative aircraft that was better suited for this task was chosen: the vintage but small and nimble Jet Provost T.5A! 


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


Early on, this had been thought to be "unlikely", but following a short-notice decision to deploy, the first batch of six aircraft were readied to deploy in under 72 hours. These were dedicated long-range navigational trainers, operated by 79(R) Squadron as part of No. 229 Operational Conversion Unit, and the aircraft were hastily prepared for their unusual mission. This included the removal of the aerodynamic wing coating to improve the flight characteristics again, the adoption of desert camouflage, mounting of underwing hardpoints and additional equipment like an encrypted radio with better range and navigation systems (including a GPS sensor in a spinal fairing). As protective measures, Kevlar mats were added to the cockpit floor and lower side walls, as well as a passive radar warning system with sensors on nose and fin and chaff/flare dispensers under the rear fuselage. A fixed refueling probe was considered for the transfer flight and to extend loiter time during missions via air-to-air refueling, but this was not realized due to the lack of time.
To mark their special status the machines were (now officially) designated T(R).5B. They departed from RAF Brawdy in Wales for the Middle Eastern theatre early on 26 January 1991. Upon arrival the machines were immediately thrown into action. It now became common for each attack formation to comprise four Tornados or Jaguars and two Jet Provosts; each Jet Provost carried a 144-inch-long (3.66 m), 420-lb (209 kg) AN/AVQ-23E 'Pave Spike' laser designator pod on one of the outer underwing stations and acted as backup to the other in the event of an equipment malfunction. The machines would typically not carry offensive loads, except for occasional unguided SNEB missiles to visually mark potential targets, since they did not have a sufficient load-carrying capacity, but they were frequently equipped with drop tanks to extend their range and loiter time, and "Dash 10" (AN/ALQ-101) ECM pods to counter radar-guided weapons against them.

The first combat mission already took place on 2 February 1991, operating at a medium altitude of roughly 18,000 feet (5,500 m), and successfully attacked the As Suwaira Road Bridge. Operations continued, practically every available day, even though missions did not take place at night as the RAF's 'Pave Spike' pods (a simplified version of the American AN/ASQ-153) lacked night-time functionality. After the first missions the Jet Provosts received black anti-glare-panels in front of the windscreen – they had been re-painted in the UK without them, and the black panel markedly reduced the camouflage's efficiency, but the strong and constant sunshine reflection from the Jet Provosts' bulged nose frequently blinded the crews. Another retrofitted feature was the addition of a video camera to document the targeting missions, which was mounted in a shallow blister on top of the nose, just above the landing light cluster.


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


When the tactical separation of target designation and strike missions proved to be successful, more and more potent aircraft were sent into the theatre of operations, namely the RAF's Blackburn Buccaneer, which replaced the Jet Provosts on long-range missions and also carried out strike and dive-bombing missions. Approximately 20 road bridges were destroyed with the help of the target spotter aircraft, restricting the Iraqi Army's mobility and communications. In conjunction with the advance of Coalition ground forces into Iraq, the Buccaneers switched to airfield bombing missions, targeting bunkers, runways, and any aircraft sighted on the ground, while the Jet Provosts were used over less dangerous terrain and closer to the air bases, primarily acting as artillery spotters. However, the designator pods were still carried to mark targets of opportunity and strike aircraft were then called in to eliminate them.

The Jet Provost T(R).5Bs took part in 186 missions during the Gulf War. Two from the total of eight deployed Jet Provosts were lost during their short active career: One was shot down at low level by a MANPADS (probably an IR-guided 9K38 Igla/SA-18 Grouse), both crew members were lost; the other crashed due a failure of the hydraulic system but could be brought down over friendly terrain and the crew ejected safely.
After their return to Great Britain the worn machines were quickly phased out and all T(R).5Bs were retired when 79(R) Squadron was disbanded in August 1992. The last Jet Provosts in RAF service were retired in 1993


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr

1
:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr.


General characteristics:
    Crew: 2
    Length: 34 ft 0 in (10.36 m)
    Wingspan: 35 ft 4 in (10.77 m) with wingtip tanks
    Height: 10 ft 2 in (3.10 m)
    Wing area: 213.7 sq ft (19.85 m²)
    Airfoil: root: NACA 23015 mod; tip: NACA 4412 mod
    Empty weight: 4,888 lb (2,217 kg)
    Gross weight: 6,989 lb (3,170 kg)
    Max takeoff weight: 9,200 lb (4,173 kg)

Powerplant:
    1× Armstrong Siddeley Viper Mk.202 turbojet engine, 2,500 lbf (11,1 kN)

Performance:
    Maximum speed: 382 kn (440 mph, 707 km/h) at 25,000 ft (7,620 m)
    Range: 780 nmi (900 mi, 1,440 km) with tip tanks
    Service ceiling: 36,750 ft (11,200 m)
    Rate of climb: 4,000 ft/min (20 m/s)
    Wing loading: 32.7 lb/sq ft (160 kg/m²)

Armament:
    No internal guns;
    4× underwing hardpoints, each capable of carrying 540 lb (245 kg), for a wide range of loads,
       including bombs, pods and launch rails with unguided missiles, gun pods;
       the inner pair of pylons were plumbed for auxiliary tanks.
    The T( R).5B was outfitted with an AN/AVQ-23E Pave Spike laser designator pod and an AN/ALQ-101
    ECM pod on the outer stations, plus a pair of 75 Imp gallon (341 liter) drop tanks or pods with 28
    unguided SNEB missiles on the inner pylons


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


1:72 BAC Jet Provost T(R).5B; aircraft '04 ('Rookie'); s/n XR679' of No. 92 (R) Squadron, during Operation Granby/Desert Storm; Muharraq Airport (Bahrain), early 1991 (What-if/modified Airfix kit) by Dizzyfugu, on Flickr


A quick project, and the Operation Granby Jet Provost looks better than expected. However, I am not sold on the vintage Airfix kit. It clearly shows its age, nothing really went together smoothly, gaps and sinkholes, PSR on every seam. It also required tons of nose weight to keep it on its spindly legs. The alternative Matchbox kit is not much better, though, with even more simple surface and cockpit details, but at least the parts fit together. I might try to hunt down a Sword kit if I should want to build one again, AFAIK the only other IP option? The result looks interesting, though, quite purposeful with its low-viz markings, and the simple livery turns out to be very effective over the desert terrain where it would have been supposed to operate. Furthermore, the model fits well into the Jet Provost's historic final years of duty with the RAF – even though in an unlikely role!

Perhaps you didn't realise what you were getting into when you joined here Thomas?

This is meant to be a Forum for making models of things that NEVER REALLY EXISTED! Real World items can, under special circumstances, be allowed, but you're pushing the limits with this one.

But actually it's AMAZING! 

Thank you, Kit, glad you like it - and at least half of the credits go to SPINNERS for the idea of a Gulf War Jet Provost.
However, the aircraft fits so well into into the historic timeline and lends itself for the intended job that the whole package is quite convincing. And the Desert Sand livery suits the aircraft well, too. 

 

This has given me hankering to whiff one of the Tweets in my stash.

 

Beautiful build & photos, especially like the aerial ones     

It's just stunning and suits that scheme so well   

NOICE! 

Extremely NOICE!!!   
I knew how good this was going to be and I knew I wouldn't be disappointed at all..
For a plane ive never liked..we had em here in the RNZAF and they flew em until they literally fell out of the air..Dizzy I've never seen one of those look better.🤘