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52F Models

Speialising in producing etched 4mm scale loco kits for NER and NBR modellers as well as the Easi-Rider range of 4mm scale model loco and tender chassis'. Designed and Produced in the UK for the discerning modeller.

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 Robinson designed GCR class 9N, LNER/BR class A5/1 4-6-2T loco kit.  
The MRJ has published produced two articles relating to building an A5/2 kit.  Part 1, Building the chassis appears in MRJ 210 and part 2 describes how we built the body and is in MRJ 226.  These articles show how we designed and built this kit before offering it for sale.  They show the life like results that one of our customers, an experienced builder achieved.
We have developed this etched brass and nickel silver kit with white metal and lost wax brass fittings.  Most versions of the GCR class 9N, LNER/BR class A5/1 will be able to be built using this kit.
This kit is now available OO and EM/P4 gauges.  Although this kit has a lot more parts than our current A5/2 kit, the price is the same as the A5/2 kit at £150.00 inclusive of P&P (UK Mainland only).  When ordering one of these kits by mail then please include a telephone number or email address.  In the event of a problem with your order a contact number can save a lot of time.
The kit includes the GCR style cab as well as the LNER side window cab, two spectacle plates, two smoke box outer wrappers, four chimneys and two domes.  Most of the additional boiler furniture specific to the class 9N as built such as the top feed, shrouded safety valves and Ramsbottom safety valve tower are all supplied.  The chimneys are the GCR Gorton chimney, the LNER modified Gorton chimney, the LNER Flowerpot and the 1952 built up type as used on the three engines that ran on the GE section.  The GE section engines had the A5/2 type dome.
The boiler and smoke box wrappers are supplied pre-rolled, the Belpaire firebox etching is preformed and so is the cab roof.
The chassis is compensated and load bearing on all 12 wheels. It differs from the A5/2 chassis in that it's 4" shorter.  It sports the proven prototypical bogie and a radial truck under the bunker.  The compensation unit for the leading and middle driving axles incorporates a 54:1, 2-stage reduction gearbox. The trailing driving axle is mounted in hornblocks.  Both the trailing axle and the radial truck are ride height adjustable to compensate for wear over time during use.
The prototypical brake gear is removable to allow wheels to be fitted or removed should that need ever arise. 
©Tim Peacock 2013, all rights reserved.  This is a photo of Tim's A5/1 built from one of our kits posing on his layout.
©Tim Peacock 2013, all rights reserved.  Another shot of Tim's beautifully built and weathered A5/1. 
Our own A5/1 built from production etches..
 ©Peter Stanger 2012, all rights reserved. Brake gear and sprung buffers fitted. Cab roof temporarily fitted. The model is fitted with the LNER style Gorton chimney and the later low dome. This model is alnost ready for painting
 ©Peter Stanger 2012, all rights reserved.  It's now starting to look like a finished loco.  There are still some whitemetal parts to fit such as the smokebox door, the boiler backhead and the tank vents but the body is almost finished.  This class didn't have any doors fitted and the daylight coming through the windows and the door openings shows the cab interior off to good effect.
Scroll down for a close up of the load bearing bogie. 
©Peter Stanger 2011 All rights reserved.  Close up of the prototypical bogie with the compensation beams and horn blocks fitted.  The compensation beams control the bogie wheel ride height.  The bogie frames have no vertical movement and can only move sideways through the arc in the top plate and pivot around the 8BA fixing screw.  The weight from the smoke box acting vertically downward onto the bogie top plate virtually ensures that the bogie will not derail.  Vertical movement on the horn blocks is restricted to 0.3mm either side of the centreline.  The flanges on the bogie wheels are 0.6mm deep.
 ©Peter Stanger 2012, all rights reserved. Boiler and firebox assemblies permanently fixed in place.  The eagle eyed among you will see that this is going to be an LNER/BR version that had the tank strap fitted.  The frame extensions above the footplate were slightly wrong so these have been replaced with revised components putting the builders plate in the correct position. We have produced a lost wax brass casting for the bend between the vacuum ejector pipe and the smokebox.  The cab roof ventilator and guide rails have been fitted.  The next job will be to fit the chimney, dome, safety valves, whistle and smokebox door and tank vent pipes.
 ©Peter Stanger 2011 All rights reserved.  LNER Flowerpot chimney master with Gorton dome.
If you are interested in owning one of these kits then please register your interest from the Contact Us page and state which gauge you model in.
©Peter Stanger 2011 All rights reserved. This shot shows the 1952 "Built Up" chimney and A5/2 dome used on numbers 69824, 69826 and 69829 when they were working on the GE section and shedded at Norwich.  These three engines moved to the GE section from January 1953 in the case of 69824 and 69826 and 69829 was transfrerred from Gorton to Norwich in September 1955.  All three stayed on the GE section until their withdrawal
©Peter Stanger 2011 All rights reserved. The chassis has beed assembled and bogie frames have been fitted to the chassis.
©Peter Stanger 2011 All rights reserved. The footplate has been assembled using parts from etched sheet 1. The footsteps will be fitted once the bunker and cab of choice have been trial fitted.  The chassis was used to keep everything straight and square and to locate the front and rear buffer beams.  The bunker floor and cab lower and upper floors have been assembled.  The bufferbeams were used to assist with locating the front and rear sections of the footplate valance.
©Peter Stanger 2011 All rights reserved. The above photo shows the bunker, LNER side window cab, the cab roof and front spectacle plate trial fitted to the footplate in order to check the fit of the parts relative to each other.  The cab roof profile isn't quite right yet but the idea of using the rain strips to hold the cab roof in place between the bulkheads works really well.  For the purpose of this photo the strips were soldered to the cab roof but it would just be as easy to fit the roof once the bulkheads are permanently fixed in place to slide the Ø0.45 wire into place through the bulkheads should you wish the cab roof to be removable. 
©Peter Stanger 2011 All rights reserved. This shot shows the tanks and the cab front bulkhead in place on the footplate to check the fit between the cab sides, cab front and the footplate.
©Peter Stanger 2011 All rights reserved. This shot shows the fabricated tank strap fitted by the LNER soldered in position between the two tanks. Clearly seen in this shot is the strap's rivet detail giving the impression as on the prototype that the strap is rivetted to the tank fronts. If the tank strap is used then the boiler and the firebox have to be fitted as a unit and soldered to the cab front bulkhead location at a later stage.