GAF Nomad

GAF Nomad

GAF Nomad

Without doubt the most important all-Australian aircraft since World War Two. The GAF Nomad was hoped to be a huge global success. Despite such hopes and good quality engineering the Government Aircraft Factories (GAF) Nomad was not a success with production ending in 1984, with 170 built, of which only 150 had been sold by 1985. GAF blamed the lack of government guarantees for a large batch order, and eventually 11 unsold Nomads entered Australian service as no civilian buyer could be found

The first prototype flew on 23rd July 1971. It was originally going to have an Aboriginal name but this idea was later dropped. The Nomad is an all metal machine with outstanding short field performance, a cockpit which seated one or two and had optional dual controls and space for 12 passengers in back. A more powerful engine was fitted in later versions and several specialist versions were made including Floatmaster seaplanes, and Medicmaster and Surveymaster specially equipped versions. The military of Australia, The Philippines, Thailand and Papua New Guinea bought Nomads with Indonesia buying a short bodied Mission master variant. Military versions included self sealing fuel tanks, armour, and surveillance and night vision equipment as well as the provision for under wing weapons as detailed below.

The Nomad has suffered several fatal air crashes and aerodynamic failures often associated with poor centre of gravity when loaded in a certain way and tail plane failures, it remains a controversial aircraft with an Australian report in May 1995 recommending that they be withdrawn from military service.

Cruising speed; 311km/h (193mph)
Range; 1352km (840 miles)
Weapons; x4 hardpoints each able to take 500lbs of weapons including gun pods and rockets.


Air Safaris (New Zealand airline)

Air Safaris is a New Zealand scenic flight and air charter company based at the Lake Tekapo Airport located 2.8 km west of the town of Lake Tekapo, off State Highway 8 in the Mackenzie District of New Zealand. [4] [5] The airline operates from 5 bases, Tekapo, Franz Josef, Glentanner, Twizel and Mt Cook airports. The company logo is a stylised chamois these are wild goat-like antelope which inhabits the region of the South Island High Country.


Contents

  • Development
  • Origins
  • Into flight
  • Termination and prospective revival
  • Design
  • Operational history
  • Civil use
  • Military use
  • Variants
  • Operators
  • Civil operators
  • Military operators
  • Other government operators
  • Aircraft on display
  • Notable incidents
  • Specifications
  • See also
  • References
  • External links

The Royal Flying Doctor Service of Australia, the Australian Army and the Australian Customs Service were major users. The Australian military withdrew almost all of its remaining Nomads amid reports of safety concerns during the 1990s. By the 21st century, only a handful of aircraft remained in regular use in Australia. GippsAero acquired its type certificate in 2008 and plans to produce it again as the GA18.


GAF Nomad - History

Photograph:

GAF N-24 Nomad VH-FHR (c/n N24A-73) at Bankstown, NSW in May 1984 (David C Eyre)

Country of origin:

Description:

Light twin-engine utility transport

Power Plant:

Two 298 kw (400 shp) Allison 250-B17B turboprops

Specifications:

History:

In January 1976 the N-24 variant of the Nomad, with a 61 cm (24 in) increased length in the nose, and a 1.14 m (45 in) increase in cabin length, flew for the first time. The larger N-24 was able to carry up to 18 passengers, the first production aircraft being VH-DHU (c/n N24-10), but this aircraft crashed at Avalon during test flying on 17 December 1975 when it suffered severe tail flutter.

The first production aircraft was flown in July 1977. Due to the lengthened fuselage the Nomad N-24A basically lost its short take-off and landing (STOL) capability. A later N-24A development had the maximum take-off weight increased from 3,855 kg (8,500 lb) to 4,264 kg (9,400 lb), and subsequently earlier variants were upgraded to N-24A configuration.

A total of 37 N-24s was built, the last being completed in 1983. Hughes Aviation Services was the United States distributor. It ordered 20 but there were problems with delivery. This resulted in the company only receiving 12 N-24As which brought about a court case.

Six N-24 Nomads were used by the Northern Territory Aerial Medical Services: VH-DHF (c/n N24-30), VH-DHO (c/n N24-32), VH-DHP (c/n N24-34), VH-DHQ (c/n N24A-36), VH-DHR (c/n N24-38) and VH-DHU (c/n N24-60). This was known as the Nomad Medicmaster and was described as a ‘flying hospital’ or ‘flying ambulance’ to extend medical welfare to people in remote areas. It was built in a range of configurations, ranging from four stretchers, more in medical evacuation form, and could be utilised to carry a wide range of medical equipment.

Skywest Airlines operated N-24 Nomads, one N-24 and one N-24A Commuterliner, this company at one stage being the largest general aviation operator in Australia. Aircraft included VH-FHS (c/n N24A-62), this aircraft later going to Japan as JA8834.

In New Zealand a number of tourist operators have operated the Nomad, including Air Safaris & Services with N-24As ZK-NMC (c/n N24-34 – ex-VH-DHP) ZK-NMD (c/n N24-60 – ex VH-DHU) ZK-NME (c/n N24A-122) and ZK-NMG (c/n N24A-73).

Further operators have included Southern Air with ZK-SAL (c/n N22B-35) Venture Aviation Ltd at Taupo with ZK-OUT (c/n N24-32) Waterwings Airways at Te Anau with ZK-NOL (c/n N22B-70) and Hibiscus Air Services of Auckland with ZK-NOM (c/n N22-4).

Other operators of the N-24 Commuterliner, including Alaska Central Air Rhine Air of Switzerland Commuter Airlines Princeton Airways Government of the Marshall Islands Pegas Airlines C Itoh Aviation, etc.

The Nomad suffered a number of problems, the main being the lack of interest by the Commonwealth Government in the program, using it as a fill-in to keep the production facility at Avalon, VIC, open and working between building of the GAMD Dassault Mirage and McDonnell Douglas FA-18 Hornet fighters. Further, the Australian defence forces were never really interested in the Nomad series, and only really used the type due to it being forced on them by the Federal Government. Yet in a number of roles it was a very successful aircraft and in mid 2004 79 examples were still in military service, with 39 in Indonesia, 4 in Papua New guinea, 12 in The Philippines, and 24 in Thailand.

A number have been operated overseas by civil operators. At one stage the Portugese Government sought to buy 100 aircraft for operation in Mozambique and Angola and the Australian Government rejected the approach because of Portugal’s colonial policies. Discussion also took place with regard to licence production in India, and discussions took place with South Africa for 100, but none of these came to fruition.

Nomad N-24As were also supplied to the Royal Thai Navy in 1984, the first of five being converted into coastal surveillance configuration at Bankstown, NSW. They were fitted with commuter seating, had tactical officers seated behind the cockpit, and had two observer stations each with bubble windows for enhanced visibility. Thai Navy officials stated they would have a side-ways fired weapon fitted in the rear door, this having previously been fitted to N-22Bs. They were operated from Songkla Air Base.

The N-24A was supplied to the RAAF, one being operated by Australian Research and Development Unit (ARDU) (serial A18-401) and two by the RAAF (A18-402 and A18-403) for support service with No 75 Squadron at Tindal, NT, and two were supplied to the Australian Army (A18-404 and A18-408). However, Australian defence force operations of the type were suspended in November 1994 after the Civil Aviation Authority (CASA) issued an airworthiness directive which restricted operations.

On 12 March 1990 A18-401 crashed during a flight from RAAF Edinburgh, SA, the accident revealing the tail had detached from the aircraft due to extensive cracking. Later it was stated the Nomad was suitable and airworthy for civil tasks but not capable of satisfying the military tasks of the Australian Defence Force (ADF) due to limitations and restriction on operations. This is fascinating due to the fact that the Nomad in both N-22 and N-24 models has operated overseas with a number of military operators for a further ten years or more with no problems and continued in service in Thailand and Indonesia.

In 2008 Gippsland Aeronautics, builders of the GA-8 Airvan, announced it had obtained the Type Certificate for the N-24 Nomad from Boeing Australia and was placing the type back into production in upgraded form with a glass cockpit, powered by two Rolls Royce 250-B17F turboprops driving Hartzell lightweight propellers to compete with the Dornier DO-228 and the DHC-6-400 Twin Otter. An independent market research indicated there would be a need for up to 400 examples required over a period of ten years of the New Generation Nomad. First orders for the new model were from Curry Kenny Aviation on the Queensland Sunshine Coast and Airfreight Solutions of Bathurst, NSW. The first new-build aircraft was expected to be completed in 2010.

In December 2009 Mahindra Aerospace Pty Ltd, part of the Mahindra Group in India, acquired a 75 per cent stake in Gippsland and in early 2010 it was announced production of the up-dated Nomad would begin in 2011. By that stage, through attrition, a lot of Nomads had been retired but in late 2011 GippsAero, as the company had become, obtained ZK-NMC from Lake Tekapo based Air Safaris to use for conversion to the new GippsAero GA-18, this aircraft becoming VH-XGZ.


GAF N22 & N24 Nomad

The Nomad was created by Australia's Government Aircraft Factory from the late 1960s to assist furnish the office with work after development of permit constructed Mirage plane warriors was finished, and to offer another tough STOL utility transport suited to both military and common administrators.

To begin with flight of the model Nomad N2 happened on July 23 1971. A second model first flew on December 5 that year. First and foremost conveyances of the generation N22 (to the Philippines military) started in 1975.

Peculiarities of the new utility included retractable undercarriage, two Allison 250 turboprops, a supported high mounted wing with full compass twofold opened folds and a squared sided fuselage.

The beginning N22 was trailed by the N22b with an expanded most extreme takeoff weight, which was certificated in 1975. The N22 additionally structured the premise for the Searchmaster seaside watch air ship which separated from military clients likewise saw administration with Australian and US traditions administrations. The Floatmaster was a N22b fitted with Wipaire skims with retractable undercarriage.

The N22 was extended by 1.14m (3ft 9in) ensuing in the N24. Pointed more at territorial aerial shuttles (and showcased as the Commuterliner) than utility administrators, the primary lodge could situate 16. Variants of the N24 offered incorporated the Cargomaster tanker and the Medicmaster flying rescue vehicle.

Wanderer creation stopped in 1984, to the extent that to fumble by the Australian government offices endowed with its advancement as any issues with the airplane.

It is fascinating to note that GAF was renamed ASTA (Aerospace Technologies of Australia), which was obtained by Rockwell in 1996 and henceforth was hence inherited by Boeing late that year.


Sisällysluettelo

Fishermen’s Bendin alueella Melbournessa sijainnut Australian valtion omistama Government Aircraft Factories (GAF) rakensi 1960-luvulla Mirage-hävittäjiä Australian ilmavoimille. Ohjelman lähestyessä loppuaan GAF tarvitsi toimintansa jatkamiseksi uuden konetyypin valmistettavakseen. [4] Vuonna 1965 käynnistettiin projekti N, jossa aiottiin suunnitella yksimoottorinen, yläsiipinen konetyyppi. Vuoteen 1969 mennessä suunnitelmat olivat muuttuneet, ja koneesta tuli lopulta kaksimoottorinen. [1] Potkuriturbiinikäyttöinen kone oli suunnattu sekä sotilas- että siviilimarkkinoille. [4]

Australian hallitus antoi tammikuussa 1970 hyväksyntänsä kahden prototyypin ja yhden ei-lentävän koekoneen rakentamiselle. Ensimmäinen N22-koneen prototyyppi teki ensilentonsa Avalonin lentoasemalla lähellä Melbournea 23. heinäkuuta 1971 koelentäjä Stuart Pearcen ohjauksessa. Koneelle annettiin nimeksi Nomad, ja toinen prototyyppi lennettiin Englantiin, jossa se osallistui vuoden 1972 Farnborough’n ilmailunäyttelyyn. Sarjatuotanto GAF:n tehtailla käynnistyi vuonna 1972, ja ensimmäinen tuotantokone teki ensilentonsa lokakuussa 1974. [1]

N22-mallista kehitettiin siviilikäyttöön tarkoitettu N22B ja edelleen pidempirunkoinen N24. Ohjelma koki takaiskun elokuussa 1976, kun N24-mallin prototyyppi syöksyi maahan Avalonissa. Onnettomuudessa saivat surmansa sekä koelentäjä Pearce että Nomadin pääsuunnittelija David Hooper. Jatkokehitys jatkui siitä huolimatta, ja Nomadista esiteltiin muun muassa Missionmaster-kuljetuskone, Floatmaster-vesitaso, tutkalla varustettu Searchmaster-merivalvontakone, Royal Flying Doctor Servicen lentävien lääkärien käyttämä Medicmaster-ambulanssilentokone ja ilmakuvauskäyttöön suunniteltu Surveymaster. [1]

Nomadeja myytiin ulkomaille Papua-Uuden-Guinean, Indonesian, Filippiinien ja Thaimaan puolustusvoimille. [4] Vientineuvotteluja käytiin myös Portugalin ja Etelä-Afrikan kanssa, mutta kaupat kariutuivat poliittisista syistä. Vaikka suuristakin vientitilauksista huhuttiin, [1] Nomadeja valmistettiin lopulta vain 172 [3] ennen tuotannon lopettamista vuonna 1984. Joitakin koneita jäi tuotannon lopettamisen jälkeen myymättä, ja ne siirrettiin vuonna 1987 Australian maa- ja ilmavoimille. Vuonna 1990 sattuneen onnettomuuden seurauksena Australian maavoimat asetti joksikin aikaa Nomadinsa lentokieltoon ja poisti ne lopulta käytöstä vuonna 1995. Ilmavoimien käytöstä Nomad poistui jo vuonna 1993. [1]

GAF nimettiin Nomadin tuotannon jo loputtua ASTA:ksi (Aerospace Technologies of Australia), jonka Rockwell hankki vuonna 1996. Samana vuonna Boeing hankki Rockwellin, ja Nomadin oikeudet päätyivät sille. [5] Australialainen GippsAero hankki kesäkuussa 2008 oikeudet itselleen aikomuksenaan käynnistää Nomadiin pohjautuvan GA18-koneen tuotanto. GippsAero arvelee voivansa valmistaa jopa 200 konetta. [1]

Nomadeja oli vuonna 2018 käytössä kolmen valtion puolustusvoimilla. Suurin käyttäjä oli Indonesian laivasto, jolla oli 28 Nomadia merivalvontakäytössä ja yksi kuljetuskoneena. [2] Lisäksi muutamia koneita oli rekisteröitynä yksityiskäyttöön Uudessa-Seelannissa ja Yhdysvalloissa. [6]


Passengers

10 passengers together with 1 pilot died during the crash. Their names are listed below:

  1. Captain Ghandi Nathan, pilot and captain of the aircraft
  2. Corporal Said, bodyguard of Tun Fuad
  3. Chong Thien Voon, Sabah Works and Communication Minister
  4. Darius Binion, Assistant Minister
  5. Datuk Peter Mojuntin, Sabah Minister of Local Government and Housing
  6. Datuk Salleh Sulong, Sabah Finance Minister
  7. Datuk Wahid Andu
  8. Dr. Syed Hussin Wafa, Director of State Economic Planning Unit
  9. Johari Stephens, trainee pilot with Sabah Flying Club
  10. Tun Fuad Stephens, Chief Minister of Sabah at that time
  11. Datuk Ishak Atan, private secretary to Tengku Razaleigh (Malaysian Finance Minister at that time)

GippsAero buys Nomad for GA18 program

GippsAero has purchased an N24A Nomad that will become the developmental aircraft for its GA18 program, while also selecting the engine for its new GA10 turboprop.

GippsAero purchased the N24A (registered ZK-NMC), an improved commuter version of the original Nomad that seats 18 passengers, from Lake Tekapo-based charter operator Air Safaris New Zealand in July. Air Safaris New Zealand was using the aircraft for tourist flights in the NZ Southern Alps.

Pending weather and a few other variables, ZK-NMC will be ferried across the Tasman to GippsAero&rsquos La Trobe base in late August or early September.

Based on the N24A Nomad, the GA18 will be re-engineered with upgraded engines, new propellers, glass cockpit, weight-saving measures, reduced maintenance requirements and aerodynamic refinements. A GippsAero spokesman told Australian Flying that its engineering team is on schedule to release details of the approved configuration of the GA18 &ndash including engines, props and avionics to be used, and other improvements and refinements &ndash at the end of September.

These latest developments come after GippsAero acquired the Nomad&rsquos Type Certificate in 2008 with a view to restarting production. GippsAero&rsquos Indian parent company, Mahindra Aerospace, has since committed funding to progress the GA18 project.

Following an extensive development and test program, the GA18 will be certificated to FAR 23 at Amendment 59. GippsAero plans to bring the GA18 to market in 2014.

GippsAero progresses other new projects
With its new injection of funds from Mahindra, GippsAero is currently hard at work on a few other projects. GippsAero expects to fly its NM5 prototype in mid/late August. The NM5 is a low-wing multi-mission aircraft that will seat four to five people, use the same engine as the GA-8 Airvan, have a useful load of 500-600kg and a cruise speed of 160 knots, and compete with the Cessna C206 and G36 Bonanza. Back in early April news emerged that Mahindra had tasked GippsAero with building the NM5 prototype, but there&rsquos been no indication at this stage where production will eventually occur.

Once the NM5 prototype flies, GippsAero&rsquos prototyping crew will return its focus to the GA10 prototype, which is currently in its design phase. The GA10 turboprop is a whole new FAR 23 certified 10-seat aircraft based on the popular GA8 Airvan, and as has just been announced at EAA AirVenture this week, GippsAero has chosen the Rolls-Royce M250-B17F/2 turboprop engine for the aircraft.

&ldquoWe are extremely pleased to partner with Rolls-Royce in the development of a new 10-seat turboprop utility aircraft,&rdquo GippsAero CEO Dr. Terry Miles said. &ldquoThe development of the GA10 TP will add a new dimension to the GippsAero product range and with the Rolls-Royce M250-B17 F/2 fitted, will open new market segments across the globe since the aircraft will offer lowest cost per seat in its class and best-in-class short take-off and landing capability.

GA10 certification is due to begin in March 2012, with a public debut of the aircraft at the 2013 Australian International Airshow and entry into service later that year. GippsAero predicts that GA10 sales in overseas markets including India, Europe and Asia could reach 20 aircraft per year. To read more on the GA10 click here.

40 years young &ndash the history of the Nomad
It was 40 years ago this month that the Australian designed and built GAF Nomad multi-role aircraft first flew.

The Nomad began life in the late 1960s at Government Aircraft Factories (GAF), near Melbourne, as Project N. Keen to maintain aircraft production skills at GAF after Mirage III fighter production ended, the federal government of the day funded the building of two prototypes in January 1970 for the twin-engine, multi-purpose transport market.

The first prototype (VH-SUP) made its inaugural flight on July 23 1971 with Stewart Pearce at the controls. The aircraft, known as the N2, was aimed at both military and civilian markets. The designation was changed to N22 and became the N22B in production. The 12-seat N22B has been used in various roles around the world, while an 18-seat development was designated the N24 and later the N24A, with an increase in MTOW.

In 1972 the government approved an initial production run of 20 Nomads, including 11 for the Australian Army. The Army Nomads were known as Mission Masters and were delivered between 1975 and 1977. The Australian Defence Forces eventually operated 29 Nomads, including eight N24s.

A total of 172 Nomads, including the two prototypes, were manufactured and the following variants were offered:
- N2 Nomad: Prototype, two built.
- N22: Initial production version, only one built.
- N22B: 10 passenger version, MTOW 8500lb.
· N22C: MTOW increased to 9100lb.
· N22S: Searchmaster - B and L models.
· N22F: Floatmaster - Amphibian float version.
· N24: Aeromedical role transport aircraft with a fuselage lengthened by 1.14m. Six built.
· N24A: Improved commuter version for 18 passengers, MTOW 9400lb, 37 built.

In 1986, GAF was incorporated into Aerospace Technologies of Australia (ASTA), which was later sold to the Rockwell. Boeing Australia Limited acquired the Nomad Type Certificate in 1996 after The Boeing Company purchased the Rockwell Group, including ASTA. Boeing maintained ASTA&rsquos close working relationship with the Commonwealth to support and maintain the aircraft&rsquos Type Certificate requirements.

Major civil users of the Nomad included the Royal Flying Doctor Service, Northern Territory Medical Service, Northern Territory Aerial Works, Skywest Airlines, Australian Customs, many commuter airlines in Australia, Holland, PNG, the US, and the US Customs service.

Today, there are several operational Nomads in the armed services of Indonesia (15), Thailand (16) and the Philippines (three), with another 26 aircraft classed as being in storage. In the civil world there is one Nomad in the UK, three in Sabah (Malaysia) and an amphibian in the US.

In Australia there is one operational Nomad, an N22C registered VH-ATO, with another four in New Zealand including the N24A that GippsAero has just purchased.


After a couple of weeks of building, a couple of months of designing and casting, a couple of years of preparation and a couple of decades saying I’m gonna do it – I finally did it ! My first exposure to the Macchi was as a cadet back in the late 󈨊s and here’s a&hellip

With ModelExpo all but a distant memory from last week I thought it appropriate that I put together a little page on the construction and potted history of the Nomad kits that were on display. For me it started about three decades ago when I was a strapping young Air Force type and had the odd opportunity&hellip


Building the GAF Nomad.

After another few successful outings, ModelExpo, NAM, SASME, ScaleACT, I figure I can relate some more background info on the models that most have seen as solid objects on tables in auditoriums.

What I present here is a potted history of the model’s evolution and there’s some data and links further on in the article.

Entered into large scale aircraft and scratchbuild categories my various Nomads have earnt many placings.

The story for me it started about three decades ago when I was a strapping young Air Force Reserve type that had the odd opportunity to get up close and personal to the type, Much data was recorded and observations made. I have a very good friend by the name of Graeme who shared time with me at RMIT in our younger days and as he was apprenticed to GAF having been involved with building the aircraft in its heyday. Later on I met modelling legend Fred Harris and he was working on a scratchbuilt 1/72 version making use of a Matchbox Skyservant fuselage. Fred challenged me to build one having seen my 1/72 Mk35 Vampire conversion and so, with the help of the aforementioned friend the 1/72 Uncle Les N22 was born.

Years went by, models were built and sold, notable examples were the ones that went overseas to operators of the type and two that were built especially for Channel 9 for use on their Flying Doctors spinoff series “RFDS”… it would have been nice if they’d told me the scene called for the actor to throw the model against a wall.. I wouldn’t have put so much time into it ! It came back to me in pieces with them asking me if I could just patch it up so they could do it again.

From there I progressed to making the 1/48 version of the N22 along with a 1/72 N24. ( Newer versions of these will resurface from time to time ) Later came the 1/48 N24 and further versions of the 1/72 kit.

Step forward to 2014, and I decided to build one in 1/32. Armed with a Brother Scan-n-cut device, an UP3D printer, plenty of blades, loads of MEK and some coffee I set about scaling up all the data I have amassed and building a manscale N22.

After renderings were done I printed up some aerofoil sections (grey) and tail pieces (green) and a rudimentary nose section which was then worked over with Milliput. The aerofoil section was cast in resin, multiples were made, stuck together to form a wing, which was then cast again as a single piece and used as a basis for building the wing (that beige coloured thing down there) The fluting was done “oldschool” with strips of styrene over flap sections as the 3D printer just couldn’t do the required resolution. I got away with it on the 1/72 version using extruded sprue and the 1/48 version made use of a tie-down strap that had the right serrations.

Then the Scan-n-cut came into play, I cut all the fuselage panels three times over, twice in opaque with window holes in place, and one in clear to sandwich in between.

Details were added, the printed sponsons were attached after being “fixed” with old school filler etc.

The engine nacelle was done in the 1/72 and 1/48 versions by virtue of shaping chunks of Milliput carved to make the shape, but in the 21st century I employed a 3D printer to make what you see here which, after smoothing over with MEK, becomes more like a model kit part to work with.

The fuselage was put together, masked, painted etc. The engines attached and the props (in the feathered position as per the real deal – amazing how many judges at competition haven’t read that note in my references…) were built from 1/48 Focke Wulf props and the spinners were the tips of an appropriate drop tank from the spares box.

I chose the first big one to be a cammed up N22 which in this case was easily achieved by taking the factory drawings, scaling to 1/32, cut up some printouts and using a combination of Tamiya tape ( first attempt via the Scan-n-cut failed dismally ) and the ol’ Blu-Tac with bits of paper. Painting the whole thing FS30219 is the first step, apply the masks for the tan parts, airbrush 34102 green, apply more masks and then hit with black.

That was ModelExpo 2015…. last year:

Then a week before ModelExpo 2016 I decided to go without sleep and build two more based on what I had learnt from the first one.

and I did it all again… with a few short cuts including some resin cast parts for the tail and mid-fuselage.

Here’s the real deal at Moorabbin:

So there it is – a largescale Nomad, with more to come as I can afford the time and money to build them. What follows here is some reference material – most of which can be seen in the instruction pamphlet that accompanies my 1/72 version of the kit. Occasionally I produce 1/72 and 1/48 kits and sell them on eBay, best to just check by doing a search to see if there’s one going at the time you either read this or when you wish to get one. I don’t do orders for kits of the Nomads anymore and will only produce when there’s enough viable moulds going at any time.

However, even though I decided not to go ahead with producing a kit of the 1/32 version ( the return on investment just isn’t there) I will entertain building up a finished example to specificaton but be prepared to part with

I did some artwork for the models that I have built – here’s a selection.

Here’s some reference for anyone interested.

There’s another chap out there who has been a supporter of my Nomads and appreciated my humour in providing the instruction leaflet for the 1/48 version printed black on red paper.. making it nigh impossible when building by available artificial light whilst enjoying deployment in an Asian country.. so a big shout out to young Tony Rigby !

Cathy Myors, another friend of mine who has her own personal Nomad family ( Noah & Normandy ) has been a terrific supporter of the model enterprises of Uncle Les and more importantly is instrumental in voluntary support of the Australian Aviation Heritage Centre in Darwin.


Watch the video: GAF Nomad N22C