The Small Air Force

VICKERS WELLINGTON

The Wellington was a twin-engined medium bomber of geodetic construction. Affectionately nicknamed 'The Wimpey' after the character 'J Wellington Wimpy' in the Popeye cartoons, it was the main British bomber during the first part of WWII, but the RAF was soon forced to abandon daylight attacks because of its vulnerability. It was used until the end of the war. After its replacement in Bomber Command by the new four-engined bombers it was flown on numerous other duties, and some were used until the 1950s. 11461 were built, with Pegasus, Hercules, Merlin or Twin Wasp engines.

The Wellington was notable for the amount of damage it could sustain and still remain airborne. This was due in no small part to the geodetic form of lattice-work construction invented by Dr Barnes Wallis, which gave the aircraft great strength and rigidity.

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SAUNDERS ROE SR.53

Like the Messerschmitt Me163 'Komet' , the SR53 interceptor used a rocket motor to climb rapidly to high altitudes, but it was also fitted with an Armstrong-Siddeley Viper jet engine, allowing it to remain at altitude with lower fuel consumption.

One of several projects designed to meet an Operational Requirement for a rocket interceptor, work on the SR53 started in 1952. However, due to development delays the first prototype, which is the aircraft shown here, did not fly until 16 May 1957. In trials the SR53 reached Mach 2 (twice the speed of sound) at high altitude.

In December 1957 a setback occurred when the second prototype crashed and exploded at the end of RAF Boscombe Down's runway in mysterious circumstances, after failing to take-off. The test pilot, Squadron Leader John Booth RAF, was killed.

It became clear before the SR53's first flight that the aircraft was too small to carry the radar and missiles required in modern interceptors and a more powerful derivative was designed, the SR177. This project was developed for the RAF and the Fleet Air Arm but fell victim to the notorious 1957 Defence White Paper, which led to numerous aircraft projects being scrapped. Development continued for a possible German order, but when this fell through the SR177 project was dropped and the surviving SR53 retired, marking the end of fixed-wing aircraft development at Saunders-Roe.

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FAIRCHILD C-119 FLYING BOXCAR (PACKET)

C-119 Flying Boxcar, developed from the Fairchild C-82 Packet was a twin-engine, twin-boom, twin-tail transport designed to carry cargo, personnel, litter patients, and mechanized equipment, and to drop cargo and troops by parachute (utilizing its "clamshell" cargo doors in the rear cockpit). The first C-119 made its maiden flight in November 1947 and by the time production ceased in 1955, more than 1,150 C-119s had been built. The USAF used the airplane extensively during the Korean Conflict as a transport. In South Vietnam, the airplane once again entered combat, this time in the ground support role as the AC-119G "Shadow" and AC-119K "Stinger" gunships mounting side-firing weapons capable of unleashing up to 6,000 rounds per minute per gun.

When acting as a transport, the C-119 could carry up to 62 fully-equipped troops or a 30,000 pound cargo load.

Perhaps the Boxcar's most notable feat happened when it made the world's first mid-air recovery of a capsule returning from outer space. This occurred southwest of Honolulu, Hawaii on 19 August 1960 when it snagged the chute attached to the Discovery XIV satellite at an altitude of 8,000 feet.

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NORTH AMERICAN F-86 SABRE

More than 6,000 F-86s were manufactured by North American's Los Angeles, Calif., and Columbus, Ohio, divisions.

The first swept-wing airplane in the U.S. fighter inventory, the F-86 scored consistent victories over Russian-built MiG fighters during the Korean War, accounting for a final ratio of 10-to-1. All 39 United Nations jet aces won their laurels in Sabres.

Four models of the craft (F-86A, E, F and H) were day fighters or fighter bombers, while the F-86D, K and L versions were all-weather interceptors.

Successive models of the daylight versions -- all designed to destroy hostile aircraft in flight or on the ground -- were equipped with more powerful engines and armament systems that ranged from bombs and rockets to machine guns and cannon. All are rated in the 650-mph class with a 600-mile combat radius and a service ceiling of over 45,000 feet.

The three interceptor versions sported black radome noses, replacing the yawning jet intakes of the other models. The K model, manufactured in Turin, Italy, by Fiat, was flown by NATO forces. The F-86L had added equipment for use in conjunction with the U.S. SAGE (semi-automatic ground environment) defense system.

Forerunner of the operational Sabre was the XF-86, first flown Oct. 1, 1947, by North American test pilot George Welch. A few months later Welch became the first pilot to fly the plane at Mach 1 (the speed of sound) in routine flight. Although technically rated as subsonic, the Sabre is no stranger to supersonic speeds.

Various models of the Sabre held world's speed records for six consecutive years, setting five official records and winning several National Aircraft Show Bendix Trophies.

In September 1948, an F-86A set the Sabre's first official world speed record of 570 mph. This mark was bettered in 1952 by an F-86D that flew at 698 mph. The "D" became the first model of a fighter to better its own record, in 1953, with a run of 715 mph.

The F-86E and subsequent models incorporated a unique control system, developed by North American, called the "all-flying tail." Where the F-86A contained a booster control system that called for the pilot to do part of the work of controlling the aircraft, the newer system added full power-operated control for better maneuverability at high speeds. An "artificial feel" was built into the aircraft's controls to give the pilot forces on the stick that were still conventional, but light enough for superior combat control.

U.S. production of the Sabre Jet ended in December 1956.

F-86E Specifications

First flight:	Sept. 23, 1950
First delivery:	Feb. 9, 1951
Span:	37 feet
Length:	37 feet
Height:	14 feet
Wings:	Spar, ribs and covering: aluminum
Speed:	565 knots (650 mph) Class
Range:	Approx. 870 nautical miles (1,000 statute miles)
Service ceiling:	Over 45,000 feet
Power plant:	General Electric 5,200-pound thrust J-47-13 turbojet
Combat weight:	14,000 pounds
Armament:	Six .50-caliber machine guns, 16 five-inch HVAR rockets or 2,000 pound max. bomb load
Special features:	Swept-back wing and tail Electrically operated flaps Hydraulically operated speed brakes Automatic wing leading-edge slats Hydraulic-power-operated irreversible controls with artificial feel for the all-movable horizontal tail and ailerons

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PERCIVAL SEA PRINCE

The Sea Prince first flew on the 24th of March 1948. Two variants were ordered by the Fleet Air Arm - one version was to be used for communication and the other as a training aircraft. The first Sea Prince C1 entered service in February 1953. It was soon followed into service by the trainer version which was given the annotation of Sea Prince T1. Sea Prince aircraft were based upon the civilian Percival Prince. The first order for the Sea Prince was placed in 1949 and consisted of twenty one aircraft, three for communications and eighteen to be used in the training role. An improved version of the C1 was produced as the Sea Prince C.2. This first flew on the 1st of April 1953 with the final aircraft being delivered in September 1953.

The Sea Prince C.1. continued in service until 1965 when it was replaced by the Sea Devon and Sea Dove aircraft. However it wasn't until 1970 that the Sea Prince C.2. was retired from service. A further two orders for the T.1. were placed, one order in early 1951 for an additional eight aircraft followed later that year by a second order for another fifteen.

Some Sea Prince T.1.'s were scrapped in the 1960's when the RNVR (Air Divisions) were disbanded, but other Sea Prince T.1.'s continued in service for many years. For those that continued, their airframe fatigue life was enhanced by being re-sparred in the early 1970's. They were finally retired from service in 1979 when the Jetstream was introduced to replace them.

The Sea Prince was used in two roles. The first was as a communications aircraft. In this role one flew the Atlantic ocean to Washington D.C. for use by the Joint Services Mission. Another was fitted out as an "Admirals barge". The second role was to train navigators and radar operators. For this role the Sea Prince T.1. was fitted with ASV 19a as its primary search radar for training radar operators and observers.

Hunting Percival Purpose: Royal Navy Navigation and anti-submarine training Crew 2 PILOTS, 1 INSTRUCTOR and 3 PUPILS Max Speed (sea level): 194 knots (359 Km/h) Cruising speed: Approx 159 knots (294Km/h) Dimensions Wing Span 56ft: Length 46ft 4ins: Height 16ft 1ins Cruising speed: Approx 159 knots (294Km/h) Engines: Two Alvis Leonides 125 Service ceiling: Approx 22,000ft (6,700m) All-up weight: 11,850 lb (5,375 Kg) Weapons: None Range: 400 nautical miles (741 Km)

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MC DONNELL F-101 VOODOO

McDonnell's detail design of a strategic penetration fighter intended to escort bombers of the recently established-21 March 1946-Strategic Air Command. The Air Force ordered two prototypes of McDonnell's original Voodoo under the designation XF-88. The first XF-88 flew on 20 October 1948, some 6 months after the contracted delivery date. This initial slippage, the contractor claimed, was the result of changes in the prototype's structural design. The change from straight wing to a 35-degree wing-swept back, along with the danger of compressor stalls at high speed, caused McDonnell engineers to alter the shape of the ducts through which air entered the turbine engines. The second XF-88, with short afterburners boosting the thrust of its J--43-WE-22 engines, did not fly until 2 years later.

The Air Force cancelled the XF-88 contract a few months after the second prototype's first flight. The decision was due primarily to the shortage of funds that had been forewarned by President Truman in mid-1948 and to the United States endorsement of defense plans brought back from Europe by Secretary of Defense James V. Forrestal in the fall of the same year. These plans, urging greater use of the atomic bomb, meant that more atomic power had to be packed into SAC's forces. Hence, most of the Air Force money was spent on the B-36, one of the bombers that the F-88 had been designed to escort. Although the F-88 had failed to perform satisfactorily in its intended roles of escort fighter and ground support plane, many desirable qualities were attributed to its prototypes. Nevertheless, there were other reasons for cancelling production. A significant number of Republic's F-84Es, under contract since late 1948, had already entered USAF inventory and could satisfy immediate requirements for a penetration fighter. Moreover, a new model series of the proven North American Sabre, the F-86D-flown in December 1949-was expected to meet the urgent requirements for a better interceptor.

The Air Force, pending development of a new fighter, planned to replace the F-84E with the F-84F, the production of which had been decided. SAC, however, did not support these plans and wanted a long range fighter capable of escorting the transoceanic B-36s. On 12 January SAC outlined the minimum characteristics of the interim aircraft needed for the period 1952-1953. Headquarters USAF agreed to evaluate several contractor offers which might more nearly satisfy SAC.

The general operational equirements of 6 February 1951, published as Skeleton GOR 101, was subsequently expanded as GOR 101-2 to cover the aircraft's next model series. Both GORs were cancelled in November 1958, when the Air Force decided to terminate the F-101 production--the F-lO1B interceptor, excepted. New requirements, if any, would be met by modifying existing F-101s.

Included in the contractor's offers in response to GOR 101 were Lockheed's F-90 and F-04, an improved configuration of the McDonnell F-88, North American's F-93, Northrop's improved F-89, and three Republic . submissions the F 91, the already purchased F-84F, and another version of the F-84F that would be equipped with a turboprop engine. McDonnell's new F-88 was chosen, but the Air Force did not commit itself to go to production until several months later.

The October production decision was the result of Korean War experiences. Existing fighters had proved unsatisfactory as escorts for B-29s. Between June 1950 and September 1951, American pilots flew a mix of fighters and downed 13 Russian-built MIGs for every plane lost, a ratio reflecting superior flying skill rather than better equipment. The Air Force thus found itself facing two problems: development of a satisfactory escort fighter and replacement of the F-84s and F-86s used in Korea. In October 1951, it released fiscal year 1952 funds, previously allocated to the F-84F and F-86F aircraft, to get McDonnell's new F-88 into production without further delay. Moreover, instead of procuring the Voodoo solely as an interim fighter while an "ultimate" long range fighter was being developed, the Air Force decided that the latter would be obtained by improving early Voodoo productions. The first production aircraft would have the same airframe as the "ultimate" series, but the first aircraft would only incorporate "available" production-type equipment, systems components, and engines. Then, as more advanced equipment became available, the airframes would be modified to receive them.

The Cook-Craigie production policy (26 November 1951), outlined for the Convair F-102, was extended to the new Voodoo. This meant that the initial production run of the basic aircraft would be kept to the minimum needed for comprehensive testing. While these aircraft were being assembled, preparations would be made for full scale production of a version that would incorporate the changes judged necessary because of the test program. The test airplanes already produced would then be reworked on the production line into the approved configuration. The leading objectives were to eliminate the faults in a basic design before many aircraft had been built and to get operationally effective weapon systems into tactical use as quickly as possible.

The improved Voodoo bore the designation F-101. The Air Force Council directed the new designation because of the significant differences between the F-88 and the new configuration proposed by McDonnell in May 1951.

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THE LOCKHEED P-80/F-80 SHOOTING STAR.

Few airplanes in the history of aeronautics have been as successful as the Lockheed Shooting Star. It was the first operational jet fighter in the United States when it went into service in 1945. It emerged as victor in the world's first all-jet combat, and it won the distinction of remaining in production for a full 15 years after the experimental model was first flown.

The airplane had its origin in June 1943, when Lockheed was requested to design a fighter around the De Havilland turbojet engine developed in England in response to Germany's twin-engine jet fighter, the Messerschmitt Me 262. The XP-80 was designed and built in the amazing period of only 143 days--37 days less than the original schedule. It was flown for the first time on January 8, 1944, and its performance was considered sensational.

The Army Air Force planned to build the Shooting Star in large numbers. However, only two of the machines arrived in Italy before the end of the war in Europe, and these were never used in operations. Despite the cessation of hostilities, production was continued on a reduced scale.

Lockheed built 917 F-80A's and B's, one of which was modified for an attempt on the world speed record. on June 19, 1947, this plane set a speed mark of 623.8 miles per hour. Some of these modifications were retained in the F-80C, 798 of which were produced in 1948 and 1949. At the same time, Lockheed designed a two-seat version, the F-94C Starfire. This model was equipped with radar for all-weather operations.

When war started in Korea, F-80's were sent to the battle area to help the South Koreans. On November 10, 1950, Lieutenant Russell Brown, flying a Shooting Star, made history when he destroyed a Russian Mig 15 fighter in the world's first decisive all-jet combat.

Final version of the plane was the T-33 trainer, which remained in continuous production until August 1959. The T-33A was a very hot fighter to handle, compared to slower piston engine aircraft, and an alarming number of airplanes were lost. The solution was a redesigned T-33A two seat trainer. Engineers at Lockheed called their operation the "Skunk Works", named after an imaginary factory in the "Li'l Abner" comic strip.

In the early years some T-33s were blowing up just after take-off. The T-33 (F-80) had a fuselage tank just aft of the cockpit, filled through a zeus fastened cover plate and tank cap. Some of the pilots and/or ground crews were not diligent in checking the door or the cap. The aircraft would take off and at about 120 knots, the airflow would create a vacuum immediately over this cover. If it and the cap were not properly closed, the kerosene would be sucked out of the tank.

Immediately behind the the filler tube were spring-loaded plenum chamber doors feeding extra air to the engine. These didn't close until the aircraft reached about 200 knots. The combustible mixture would ignite and cause the airplane to explode. The problem was solved by placing two fins underneath the cover which had to mesh with the fin on the cap. The cover could not be locked if the cap wasn't secured. The pilots would always check the cover and it's zeus fastener after hearing the horror story once.

F-80 practises touch and go landings at R.A.F Wethersfield,UK.

You could sit for hours to get a shot like this as she whistles past.

Airbrakes out,pilots held the F-80 with great respect.

(Re-enactments with Airfix Lockheed P-8-/F-80 Shooting Star)

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LUFTWAFFE 46-WHAT COULD HAVE BEEN,THE SALAMANDER PROJECTS.

This is not fiction but historical fact,hard pressed to maintain a balance between performance and wing loading the Heinkel company sought to further develope the He.162 into a far superior aircraft,the straight wings were replaced with forward sweep examples thus giving far greater latitude to the centre of gravity,the clumsy double tail fins were replaced with an all moving 'V' tail,the fuselage and undercarriage remained the same,this particular project was one of many projected by Heinkel under the pressure of the demands of the Luftwaffe.

When the Americans occupied Germany they discovered underground factories usually hidden in forests producing a wide variety of aircraft,amongst these were examples of mock-ups and component parts used experimentally,if it had not been for the termination of war and the lack of vital oil resources then these projects would have been further developed into lethal weapons of exceptional performance for their day.

My scratch built projects of these important milestones by the Germans serve as a reminder of what things could have looked like if and when completed into a complete aircraft.

The sharply swept forward wing which would enable a larger and heavier engine to be fitted on the developed He.162

On approach the sweep forward looks quite pronounced giving a false optical effect of excessive dihedral

The larger wing planform can be seen here as the aircraft climbs out from Penermunde on a test flight

About the model-

Basic Revell kit fuselage and undercarriage,the wings and tail were made from laminated plastikard sheet,the enlarged engine assembly was made from balsawood treated with dope and talcum powder,rubbed down and painted.

To attain the slim aerofoil shape the plastikard was laid onto the bench and scraped until the desired effect took shape.

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MILES MAGISTER (HAWK TRAINER 3)

Made from the Frog kit but modified with new wheel spats made from milliput,the markings are for a pre-war Iraqi trainer aircraft in more peaceful skies.

The Magister is one of those aeroplanes that looks better in some angles than others,for example this one.

Purring overhead over a desert airstrip,Miles Magister YI-GEH as supplied pre-war to Iraq.

"Magister" is Latin for "Teacher", "Tutor", or "Mentor", and represents a whole line of aircraft built by the Miles Aircraft company

The offices and factory were set up for wartime production of training aeroplanes at Woodley Aerodrome. This small airfield was the hub of operations for Miles Aircraft Ltd. between 1934 and 1947. One of their most successful products was the M.14 Magister, a single-engined basic trainer for the Royal Air Force.

Miles Aircraft Ltd. were known as a highly innovative company, with extensive research interests, including involvement in the British project to break the sound barrier in 1946. The company was granted over 100 patents during its short life.

A few examples survive today in flying condition including two at Old Warden aerodrome,Biggleswade in Bedfordshire.

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SHORT SEALAND.

This very rare model was made by Frog,long before they introduced their standard scale range they produced a series of topical aircraft including the Beaver,A-26 Invader,B-47 Stratojet,Rapide and this Sealand,the scales were all over the place,virtually to fit the box.

I made this model during 1953,straight out of the box and only the red is paint,the rest is the white plastic,note the inscribed markings and the decal transfers which were too large and did not line up,well once again she will be left as she was,she defies her age and makes me wonder how many similar models still survive like this today ? think of it,several house moves and still intact.

A very pretty aircraft of which two survive,one in India and the other G-AKLW in Ireland with the Ulster Folk museum.

Besides this I also have in my collection a wooden scratch built example of the Sealand in 1=72nd scale.

The Sealand twin-engined light commercial amphibian flying-boat was first flown on 22 January 1948. Power was provided by 254kW de Havilland Gipsy Queen 70 engines and accommodation was for five to eight passengers. Only a small number were produced, including three for the Indian Navy.
Tech Spec
MODEL		Sealand III
ENGINE		2 x de Havilland Gipsy Queen 70, 254kW
WEIGHTS
Take-off weight		4128 kg
Empty weight		3205 kg
DIMENSIONS
Wingspan		18.75 m
Length		12.85 m
Height		4.57 m
Wing area		32.79 m2
PERFORMANCE
Max. speed		298 km/h
Ceiling		6340 m
Range		958 k

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YAK 40.

Years ahead of its time the Yak 40 has served Aeroflot well,it was to be Russias answer to a replacement for the venerable Dakota which was produced as the Lisunov LI-2 airliner.

Re-enactment model is from the VEB Plastikart kit,fine it is crude by todays standards but as model makers we must take every opportunity to use these basic kits as a blank canvas, from which to to build exciting miniatures of aircraft that may never again be repeated in model form,with the use of plastikard and a little extra care thrown in these model kits can emerge as real gems for our collections,having said that this model was virtually built from the standard kit,the rivets were removed with lots of wet and dry and hours of patient sanding,make a proper wing spar to fit between the centre section and file and shape the wings so that a better empenage fitting can be executed.

With most of the decals in these VEB kits they need treatment first with Johnsons Klear to build up the decal before soaking,otherwise they will curl up and crack before application,so it is pin down or tape down to a sheet of thick balsa wood,then flood the decal with Johnsons applied with a cotton wool bud,allow a few days to really cure out properly and then trim close with a pair of nail scissors,after application treat again with another coat of Johnsons to seal the decals.

One feature of these kits is the tough plastic used for the mouldings,do not be afraid to attack the pieces with a set of files to remove all traces of flash on the parts,if the files clog up simply take a piece of masking tape and press onto the file,the debris can then be lifted before it literally welds itself to the file making it impossible to remove,these models will benefit from a coat of white Halfords universal primer,wait until the sun shines,take the model outside and spray away,windows and the cockpit can be masked with Copydex and peeled away after final painting.

Yak-40 was the first and the only jet powered airliner in its class in service in large numbers anywhere in the world, preceding the ERJ-135 and 328JET by three decades.

Design of the Yak-40 resulted from a mid 1960s Aeroflot requirement for a replacement for the thousands of Lisunov Li2s (Soviet built DC-3s), Ilyushin Il-12s and Il-14s (2-engines prop liners) that were in service during the fifties. Aeroflot attached great significance to the Yak-40 program, as the aircraft was intended to operate regional services that accounted for 50% of Aeroflot's passenger traffic.

A S Yakovlev (after whom the design bureau is named) led the Yak-40 design team, and first mention of the program's existence was released on October 21, 1966, when the first prototype made its maiden flight. The type entered production in 1967 and entered service with Aeroflot in September 1968.

The Yak-40's most noticeable design feature is its trijet configuration, with three specially developed Ivchenko AI-25 turbofans. The three jet engine layout was chosen for increased redundancy and good short field, hot climate zone and high altitude performance, which is very important in many areas of Russia like Siberia, Far East, Caucasus, Urals etc.

The unswept, high aspect ratio wing is also designed for good field performance. An APU and built-in stairs allow autonomous operation at remote airfields.

Features

This project consumed 2 years of intensive development. It has several unique features: It is one of a very few aircraft on the market which incorporates the state-of-the-art technology of smooth moving needles in virtual cockpit (they are 3D modeled, not gauge bitmaps), therefore they move smoother then in 2D. It doesn’t matter that this is “Russian Metal”. You can easily switch entire VC flight deck to international layout with single click. This will change not only texts on labels, but also control panels of different systems, scales in appropriate gauges and logics of airspeed, altitude, vertical speed indicators etc. It has a very handy module “Deck Navigator” which is actually a custom programmed tool which acts similarly as active camera and lets you easily jump to different seats in VC (i.e. changes view position). It works in 2D cockpit also and changes views, recalls subpanels etc. It has smart loader/refueller/ground service tool which can change load configuration, fuel, changes weight/balance characteristics in real time (i.e. – fill on of the tanks with fuel and machine will experience bank immediately). Loader configures passengers and cargo load also and shows up CoG position (for operating movable stabilizer). Ground service module permits requesting and connecting of external air for startup without APU and external electrical power. It has custom programmed thrust reverser of engine No.2 which can be operated in flight like in real thing for correct landing procedure. Flight dynamics were fully refined, tested/tuned and approved with 5 real life pilots currently flying Yak-40. Even handling in icing conditions (changing of flight dynamics) and movable stabilizer were incorporated into model’s logics and dynamics.

Flight Deck

2D panel consists of more then 20000 bitmaps and represents actual environment of the Yak-40 flight deck with incredible detail.

More then 200 clickable and fully operational switches and knobs

4 modes of deck lighting: Day, Night with white floodlight, Night with red spotlights and Mixed (Night with both floodlight and spotlights).

6 Full screen panels: Captain's seat, Co-pilot's seat, Center Pedestal, Overhead, Left and Right consoles.

"Zoomed-up" subpanels represent all vital instruments in easy to use and convient way and even permit precision flying in external view

The complete Type-3 layout with international SO-72 transponder, Feet and metric altimeters, SD-75 DME indicators, Kurs MP-70 VOR-DME system (2 units), 2ADFs, authentic GMK-1G course system with latitude and magnetic correction.

The Electrical system consists of 6 inverters (4 switchable and 2 automatic), 2 batteries (which can charge from ground electrical power and generators and discharge), control panel for 28V, 36V and 115V subsystems and circuit breaker panels.

The Hydraulics system consists of two subsystems (primary and emergency) and is equipped (in panel logics) with 2 hydraulic pumps, hydraulic reservoirs, hydraulic feed station, control gauges and switches. The system feeds with hydraulic pressure the movable stabilizer, brakes, the thrust reverse mechanism, the nose gear steering, flaps, landing gear and the combined retractable stairs/door of the main exit.

Engines can experience danger vibrations, icing and overheat conditions if the pilot fails to accomplish the flight manual procedures in a correct manner.

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VULTEE VENGEANCE.

Developed primarily in response to British interest, Vultee developed a two-seat dive bomber in 1940 which was to become known as the Vengeance. The British Purchasing Commission placed an initial order for 200 aircraft from Vultee along with a further 200 aircraft to be built under license by Northrop. Additional orders then followed. Few of these aircraft actually reached Britain however with almost the entire order being diverted to the Far East for use by RAF, RAAF or Indian Air Force squadrons. A number of aircraft were also retained by the USAAF. In RAF service, Vengeance were operationally employed to good effect in the Burma theatre. As the war progressed, the RAF transferred some Vengeance aircraft to the Fleet Air Arm for use as target tugs. Additionally, some aircraft were used by the RAF in smoke-laying operations.

The Vultee A-31 Vengeance was a dive bomber built originally in the late 1930's as the Vultee Model 72 (V-72) by the Vultee Corporation. Additional aircraft were built by the Northrop Corporation. The V-72 was built with private money and was intended for sale to foreign markets. The V-72 was a low-wing, single engine powered, monoplane with a closed cockpit and a crew of two. An air-cooled radial Wright Double Row Cyclone GR-2600-A5B-5 engine rated at 1,700 hp powered the V-72. It was armed with both fixed forward firing 30 caliber machine guns and flexible mounted 30 caliber machine guns in the rear cockpit. The aircraft also carried up to 1,500 lb of bombs in an interior bomb bay and on external wing racks.

Production

France originally ordered the V-72, but with the fall of France in 1940, the order was taken over by Great Britain, which ordered additional aircraft. Under lendf lease, the US Army Air Corps ordered addition aircraft for Great Britain under the designation A-31. Additional V-72 aircraft were sold to Brazil, China, Turkey, and the USSR during the late 1930s.

When the Army Air Corps became interested in dive bombing, a number of V-72 and A-31 aircraft were either ordered or re-possessed for their own use. An improved version of the Vengeance, designated the A-35, was ordered which was equipped with a Wright Cyclone R-2600-19 engine.

When production of the Vengeance was completed in 1944, a total of 1,528 aircraft had been produced.

Operational service

British and Indian service

The Vengeance was used both by the Royal Air Force (RAF) and the Fleet Air Arm (FAA). The Vengeance was used by the RAF mostly in Burma. Additionally, two Indian Air Force Squadrons were also equipped with this type and operated on the Burma Front. The Vengeance was found to be very vulnerable to enemy fighters in front line use and was soon withdrawn for use in secondary roles such as training of attack squadron pilots and towing targets for gunnery training. In these roles all armament was removed from the aircraft. The FAA received their aircraft near the end of the war, in late 1944 and 1945, and did not see front line action before the war ended.

Australian service

Australian placed an order for 400 Vengeances as an emergency measure following the outbreak of war in the Pacific. While the first Vengeance was delivered to the Royal Air Force in May 1942, the aircraft did not arrive in substantial numbers until April 1943. By this time the crisis for which the aircraft had been ordered to meet had passed and the Australian Vengeances saw little combat.

Following a short front-line career the RAAF's Vengeances were withdrawn from service in March 1944 and the Vengeance-equipped combat squadrons were re-equipped with B-24 Liberator heavy bombers. While the RAAF still had 58 Vengeances on order in March 1944 this order was cancelled and the aircraft were never delivered. Small numbers of Vengeances remained in service with support and trials units until 1946.

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PIPER TRI-PACER.

Empty weight 1070 lbs. Gross weight 1950 lbs. Useful load 880 lbs. Seats 4 Maximum speed 132 MPH Max Cruise speed 126 MPH Stall, flaps up 52 MPH Stall, flaps extended 48 MPH Green arc 52 - 126 MPH Yellow arc 126 - 158 MPH White arc 48 - 80 MPH Vne speed 158 MPH Maneuvering 106 MPH Load Factor 3.8 G's Fuel capacity 36 gallons Fuel consumption 8 gallons per hour Engine Lycoming O-290D2, 135 HP Fun factor High

Monogram model of the Piper Tri-Pacer.

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THE PANAVIA TORNADO.

The Tornado IDS is the baseline model that resulted from a 1968 feasibility study undertaken by the Belgian, British, Canadian, Dutch, Italian and West German governments for an advanced warplane to be designed, developed and built as collaborative venture with the object of providing the air forces of the partner nations with a STOL warplane able to undertake the close air support, battlefield interdiction, long-range interdiction, counter-air attack, air-superiority, interception and air defence, reconnaissance and naval strike roles.

Belgium and Canada withdrew at an early date, being followed by the Netherlands at a later date, and this left Italy, the UK and West Germany to persevere with project definition from May 1969 and development from July 1970. The resulting MRCA- 75 (Multi-Role Combat Aircraft for 1975) was designed as a high-performance type with a fly-by-wire control system and advanced avionics for extremely accurate navigation and safe flight at supersonic speeds and very low levels in all weathers, this being deemed the only way to ensure pinpoint day/night first-pass attacks with a heavy (and highly diverse) warload against a variety of well defended targets. Design and development of the MRCA-75 was entrusted to Panavia, which was created in 1969 as a joint venture by Aeritalia (now Alenia), BAC (now BAe) and MBB (now DASA), while the parallel engine consortium was created as Turbo-Union by Fiat, MTU and Rolls-Royce. The two main subcontractors were IWKA-Mauser for the cannon and Elliott for the electronics, and government control was provided by the NAMMA organization established in 1970 to supervise each country's contribution, which was fixed at 42.5% each by the UK and West Germany, and 15% by Italy.

With the new warplane's roles finalized, the task of the design team was to create an airframe/powerplant/electronic combination able to fulfill the resulting requirement. This demanded five core capabilities: the ability to take-off and land in very short distances for continued operational capability even if the main runways were damaged, the ability to fly at high speed at very low level over long ranges without significant degradation of crew performance, the ability to undertake low-level penetrations of hostile air space by day and/or night under all weather conditions, the ability to hit any target with complete accuracy in a first-pass attack, and the ability to attain high supersonic speed at all altitudes. The aerodynamic core of the airframe demanded by these capabilities was a variable-geometry wing: in its minimum-sweep configuration of 25 degrees this would generate high lift at takeoff and landing (thereby reducing lift-off and touch-down speeds and consequently reducing runway requirements), and in its maximum-sweep configuration of 68 degrees it would produce low wave drag for high supersonic speed as well as low gust response for a smooth low-level ride. The wing was also planned with extensive high-lift devices for further enhancement of its take-off and landing performance: these devices included double-slotted flaperons across virtually the full span of the variable-sweep trailing edges, automatically controlled slats across virtually the full span of the variable-sweep leading edges, and Krueger flaps under the leading edges of the fixed inboard wing sections. The primary flight-control surfaces were all powered, and the primary surfaces were the rudder and all-flying tailerons. The latter operated collectively for longitudinal control and differentially for lateral control, being augmented in the latter task by spoilers on the wing upper surfaces: these were designed to become operational only at sweep angles of 45 degrees and less, and to operate collectively as lift dumpers after touch-down.

Flight control was exercised via a fly-by-wire system operating in conjunction with a command stability augmentation system. The airframe was, of course, schemed in association with the powerplant and electronics. The powerplant was to comprise a pair of reheated turbofans of very low specific fuel consumption for long range and high afterburning thrust for maximum acceleration at take-off, and fitted with thrust-reversers for maximum reduction of the landing run. The avionics were based on an extremely advanced nav/attack system with fully automatic terrain-following capability to ensure all-weather penetration capability. Structural design was completed in August 1972, and the first of nine prototypes flew in April 1974, the type being named Tornado later in the same year. The Tornado IDS baseline warplane was ordered into production during July 1976, the first pre-production Tornado IDS flew in February 1977 and the type entered service in July 1980.

ZA325 Tornado GR.3 served with QinetQ in 2003 finished in the well known and highly visible 'Raspberry Ripple' scheme,she was eventually retired at R.A.F St Athan,the aircraft was built in 1980.

Wings extended and low on approach to Warton ZA325 GR.3.

A service GR.3 gets airborne from Coningsby with wings about to swing.

Models in these re-enactment shots are from the old original Airfix kit.

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The Fiesler FI.156 Storch

Officially, the Fi-156 Fieseler Storch began in 1935 as Gerhard Fieseler's answer to an air ministry specification for a general purpose airplane that could take off and land in an extremely short distance. Fieseler's chief designer, Reinhold Mewes, decided for ease of maintenance that the airplane should be completely conventional in its construction, and so utilized a steel tubing and fabric fuselage with wooden wings. The engine was the then-common Argus As 10C inverted V-8 aircooled 240-hp model. Aerodynamically Mewes decided to go to the other extreme and use the most advanced techniques available to produce the ultimate in slow speed performance. Accordingly, the big 46-foot wing a had full-length fixed slats (projected movable slats never materialized), Fowler-type flaps that increased wing area by 18 percent, and ailerons that drooped with the flaps when they were extended past 20 degrees.

To keep up with the tremendous demand for the Storch, production was boosted by retooling the Morane-Saulnier plant in occupied France for the Storch. The Morane-built airplanes were modified and the wings were redesigned to use aluminum. After the war, the airplane was so popular for towing gliders that Morane produced a post-war model with a radial engine and strengthened fuselage.

The Fieseler Fi156 Storch was a remarkable STOL plane first flown in 1936 and extensively used by German forces in World War II. It was used for reconnaissance, liaison, communication, ambulance and as VIP transport for high ranking officers.

The Storch was equiped with full length fixed wing slats and large flaps. In addition to the flaps the ailerons could be droped, too, to maximize lift. This made the Storch a true slow flyer. The full-flaps minimum speed was 51 km/h (32 mph) only while maximum speed was limited to 175 km/h (109 mph). The normal range at a cruising speed of 130 km/h (81 mph) was about 385 km (240 miles).

For hard landings there was a spindly but strong undercarriage. With a take-off distance of 65 m (213 ft) and a landing distance of only 20 m (61 ft) the Stoch could land and take-off nearly everywhere.

The Storch was widely used even after WWII but finally became obsolete with the development of helicopters.

A total of more than 2.500 aircrafts of all variants has been produced.

Because of the large number and production in different factories in Germany, France, Czechoclovakia and Romania there were some different versions of the Storch.

The STOL capabilities of the Storch know no equal,any road is a runway,and any clearing an airfield.

The long spindly undercarriage oleo struts absorb all of the shock.

Only three lengths of the aircraft are needed to land a Storch,in a wind component once the tail is high she is flying and away in a few feet.

Model is the Airfix Fieseler Storch,they take some looking after being very frail and easily get damaged,if you build one then make a special box to put her in safely.

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The Curtiss Shrike

The Curtiss Shrike was developed in 1930, due to the desire of the United States Army Air Force for a new attack aircraft. The A-8 version consisted of 13 aircraft in which three different engines were tested, none of which was adequate to ensure high performance. A later version, the A12, using a more powerful radial engine, performed better. The Shrike was something of a hybrid, incorporating new developments such as automatic leading edge slats, trailing edge flaps, metal skin for most surfaces, a three blade propeller and an internal bomb bay, while at the same time retaining flying wires, fixed landing gear, and an open cockpit and crew area . Of the 13 A-8 versions built, 11 saw active service in the mid 1930's, and then later were relegated to second echelon duty. Although never utilized in a combat role with the USAAF, 10 A-12 aircraft were shipped to China in 1936, and reassembled at Hangchow. The Chinese were so impressed with the possibilities of the aircraft that they ordered 10 more. All of these 20 aircraft were designated for the attack mission, and saw action when the Japanese attacked China in 1937. Few if any survived the opening year of the war.

Rareplanes early Vac-Form of the Curtiss Shrike airplane

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The Northrop F-89 Scorpion

The Northrop F-89 Scorpion was designed as an all weather interceptor and first flew in 1948. It served as part of the North American Air Defense Command. The F-89 was radar equipped and able to locate and intercept enemy aircraft in all weather conditions. Unique wingtip tanks on the F-89D carried folding-fin aerial rockets in the front portion and fuel in the rear portion. The tanks on the F-89J carry only fuel.

The F-89 was the first fighter interceptor equipped to carry air to air nuclear missiles. These missiles, designated MB-1 Genies, were first test fired on July 19, 1957. A total of 1,050 F-89's were built, of which 350 were modified to this role and were designated F-89J's.

The aircraft on display at Castle Air Museum started life as an F-89D which served with the Alaskan Air Command. In 1957, it was modified to a "J" version and served with the Air Defense Command. In 1960, it was transferred to the Air National Guard, serving in Wisconsin and finally Iowa. On its wings, you will see two Genie air to air nuclear missiles that were carried by the "J" version Scorpion. The F-89 was retired from active Air Force service in 1959 and from Air National Guard service in 1969.

The sleek lines of the Scorpion are captured her in this re-enaction

Built from a 1960's kit I believe it was Lindbergh ?

Note the Air Force 'Buzz Number' common in the sixties on all U.S.A.F aircraft,Buzz referring to intercom.

One of the most heavily armed fighter aircraft, the F-89 was the backbone of the North American Air Defense Command for more than 17 years.

The F-89 was the first multi-seat, all-weather jet interceptor. It was the first aircraft designed to carry an all-rocket armament and the first to carry the Hughes Falcon air-to-air guided missile.

Northrop was awarded a contract May 3, 1946, to build two prototypes designated XP-89. The XP-89 rolled out of its California plant in the summer of 1948.

After a number of taxiing and brake tests were performed, the XP-89 was moved to the high desert north of Los Angeles known as Muroc Dry Lake (later Edwards Air Force Base). It was at this time it was re-designated as F-89, classifying it as a fighter.

The air and ground crews at Muroc remarked that it looked like a scorpion ready to strike. The name stuck and was later officially recognized by the Air Force.

The F-89 made its maiden flight Aug. 16, 1948, with the first production model being accepted Sept. 28, 1950. At the time of its production, the F-89 had an advanced radar system enabling the crew to track and engage hostile bombers in any weather.

The F-89 helped the Air Defense Command to protect our skies during the period when Soviet intercontinental bombers first became a threat. The Scorpion never fired a shot in anger, but it was a major deterrent against attack during the Cold War in the 1950s. The aircraft on display is a F-89H, but for the purist the wing tanks are incorrect and are from a F-89J.

This F-89H was delivered to the Air Force April 6, 1956, and flew its entire service life with the 3320th Technical Training Wing, Amarillo AFB, Texas, until its retirement in August 1959.

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The RE8 World War One aircraft-A real classic fondly remembered

Who Was Harry Tate?

Real name Ronald Hutchison, Harry Tate was an established music hall performer over five decades.

His catchphrases passed into the language with the best known,

"Goodbye-ee", inspiring one of the war's most popular songs. And the expressions "How's your father?"

and "....I don't think!" have faint echos even eightyfive years later. Aged 69 and still touring the music halls Harry Tate was killed by a German bomb in 1940.

Contrary to the widely held view that the RFC was tardy in replacing the much maligned BE-2 proposals to do so were in place as early as the autumn of 1915, a bare two months after Max Immelman's first victory with the Fokker EI. The proposals retained all the qualities then thought desirable in an observation machine and gave full consideration to the provision of the effective defensive armament so manifestly lacking in the BE-2.

The replacement which emerged in the summer of 1916 was the Royal Aircraft Factory RE-8. So often said to offer little improvement the RE-8 was, despite undeniable faults, superior in every respect to it's predecessor. Respectable by 1916 standards overall performance was broadly comparable to contemporary German "C" types and the 103mph top speed the equal of some opposing scouts. But the operational necessity of flying a lazy eight at a constant altitude above a fixed point in hostile airspace, and all whilst facing an enemy capable to the last of enforcing local air superiority almost at will, renders any such comparison meaningless. Dubbed "Harry Tate" by it's intimates the RE-8 became Britain's most widely used two seater still equipping fifteen RAF squadrons at the armistice. Conceived even before the full height of the Fokker scourge it may be said that it laboured too long. But for that no blame can attach to an aeroplane perhaps undeserving of it's poor reputation.

Now on its 5th rebuild here is my original Airfix RE8,she has long since lost the famous 'Paddy Bird From Ceylon' decals supplied with this early kit,to small hands the struts could present a real challenge to get just right with very little if any locating marks or indents.

First released in 1957 the RE8 was one of the very earliest Airfix kits and one third of a trio depicting aircraft displayed at the Imperial War Museum South Lambeth. Along with it's companions, the Sopwith Camel and Bristol F2Bl Fighte, the RE8 has been a staple of the Airfix catalogue ever since. Reissued many times with different packaging and alternative decals the plastic remains unchanged and was for a long time even the same colour. Crude by today's standards a real jewel can be made from this venerable kit .

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The Rata I-16

The Polikarpov I-16 prototype flew for the first time on New Years Eve day, 1933. There were only a small number of the original I-16's built, five of which participated in the 1935 May Day fly-past over Red Square in Moscow. These were the first low-wing, single seat fighters with retractable landing gear, to enter into service anywhere in the world. Originally, the aircraft were built with American Wright Cyclone engines, but they were soon substituted with Russian engines built under license. Because of the new style of this plane, many pilots initially found it difficult to fly.

Therefore, several two seat advanced trainers were built. A few airplanes were built with enclosed canopies, different gun configurations, skis for landing on the ice and snow, and many other variations. Most countries' air forces underestimated the abilities of the I-16, because of it's stubby appearance. It quickly gained respect and the name Rata (rat) as it fired 1,800 rounds per minute and flew 70 mph faster than most fighters of that time.

The Spanish Republicans received 475 I-16's from Russia, and even locally built some of their own. Polikarpov I-16's fought against the Japanese over China and Manchuria while armed with airborne rockets The I-16 fought for Spain, China, was instrumental to the Soviets success during the 'Winter War' against Finland, and fought bravely in Operation Barbarossa launched by the Germans in 1941. During this war with Germany, the Polikarpov I-16 began to be outclassed. Therefore, the Soviet fighters would sometimes deliberately ram their planes into the opposing German fighters and bombers, risking their planes and their own lives for the defense of their Motherland.

The Fighter Factory's airworthy Polikarpov I-16, White #28, was found in Karelia in 1991. The data plates recovered at the wreck site reveal that this I-16 was produced at the Gorky Aircraft Plant #21 in late 1939. The fabric found among the wreckage showed the paint scheme of the Red Army Air Force of 1941, which were black spots over dark green. This airplane flew with the 155th Fighter Squadron and likely crashed in 1941- 42.

The tiny Russian Rata i-16 made by Revell.

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The Savoia Marchetti SM.79 Sparviero

The Savoia-Marchetti SM.79 Sparviero ("Sparrowhawk") was a tough tri-motor aircraft that was flown with courage and skill and was a mainstay of the Regia Aeronautica during WWII.

The prototype flew on 9/2/35 powered by 3 750 hp Alpha Romeo 125 RC.34 engines. It was developed from a civil airliner and had the distinctive hump on the upper forward fuselage that housed the forward and dorsal gunner's position, earning it the nickname of "Gobbo Maledetto" (Damned Hunchback). The plane was a mix of steel tubes, light alloy wood and fabric with a high wing load that demanded long airstrips.

Maximum speed was 270 mph with a range of 1,243 miles and a service ceiling of 23,000 ft. The SM.79 was armed with a 12.7mm machine gun firing ahead through the roof of the humpback, a 12.7mm machine gun firing from the dorsal (rear) part of the hump, a 12.7 mm machine gun firing through the ventral position of the gondola and 2 7.7 mm machine guns firing from the side windows. Up to 2,750 lbs of bombs or a 17.7 in torpedo could be carried.

The first SM.79s entered service in late 1936, just in time to fly in the Spanish civil war with the Italian contingent. The SM.79I established an excellent reputation in combat during this time. In October 1939, the Regia Aeronautica began receiving the SM.79II with 1,000 hp Piaggio engines, which was the main version built. The SM.79III, of which a handful were built, had a 20mm cannon in place of the forward firing 12.7mm machine gun and did away with the ventral gondola.

In 1940, well over 1/2 of Italy's 1,000 bombers were SM.79s, which also turned out to be one of the best land based torpedo bombers of the war. The SM.79 was used to bomb Malta and, in the summer of 1942, had one its best successes against Operation Pedestal, the Royal Navy effort to relieve Malta. The SM.79II also saw extensive service in North Africa, the Balkans and the Mediterranean. After the armistice, the series III was built for use by the pro-axis Italian airforce.

The SM.79 was so popular, that Spain, Brazil, Iraq and Yugoslavia used them in their air forces. Romania also received the SM.79 and also license built the Series II using the Junkers Jumo 211 D 1,220 hp engines and used them on the Russian front through 1944, first as bombers and then as utility transports. The SM.79s that survived the war were used until the 1950's as utility transports for their air forces.

A total of approximately 1,200 were built.

Airfix Savoia Marchetti SM.79 finished in Luftwaffe colours

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The Arado AR.96B (Avia C2)

The Arado 96 B was the most important of the two-seater training aircraft used by the Luftwaffe, the B-1 was for primary training with the B-5 used later for fire training. Powered by the Argus As 410 A-1 12 cylinder inverted vee air-cooled engine it had a top speed of 205 mph (330 kph). Armament consisted of a single 7.92mm MG 17 machine gun mounted above the engine on the right side.

During the mid 30’s the fledgling Luftwaffe was training its pilots on biplanes. This was perfectly acceptable for primary training, but aviation technology was advancing rapidly. It was clear that for advanced fighter training something more modern was needed. The RLM issued a request for an advanced trainer that was to be powered by the 240hp Argus As10. Arado submitted their Ar96 design of which the V1 first flew in 1938. After redesign of the canopy and landing gear it was accepted by the RLM. It was somewhat lacking in power though and it was decided that the 360 hp As410 would be used instead of the As10. The Luftwaffe placed great importance on the new trainer and even though the As410 engine was not available yet Arado was instructed to start production. So the first series, Ar 96A, aircraft where powered by the As10C. The first Ar 96B machines with the As410 started coming of the lines in 1940. Although it was a very successful design Arado itself produced few Ar 96’s. Up until mid 1941 AGO produced most Ar 96’s. After 1941 The Czech company Avia took over production. It was joined by Letov in 1944. In total over 10.000 Ar 96’s where built during the war and besides the Luftwaffe, Hungary and Slovakia used them too. After the war production of the Ar 96B continued at Avia as the C.2.

The lovely shape of the Arado AR.96B seen here as the licence built Avia C2.

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The Piaggio 166

(My thanks to the publicity department of the Italian Piaggio company for the write-up.)

This is my scratchbuilt balsawood model of this interesting twin pusher design.the plans were published in the 'Aviation News' pulp paper as the centrespread subject,the Italian air force markings were all hand painted.

The finish is artists Gouache water colours overpainted with Johnsons Klear.

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The North American P-51D Racing Mustang

Who would have thought, back in 1944, that this escort fighter would still be flying in the year 2006 (and beyond). The Mustang was built for the highest performance with less thought for longevity.

With the hard work of warbird fanatics around the globe, about 280 P-51s still exist today with more than half still airworthy ! A few of the remaining P-51s survivors have the distinction of serving for more than 30 years with 4 different Air Forces around the world,the airplane below represents the many racing P-51 conversions that have been raced over the years,every year the Reno air races reverberate to the sound of extensively rebuilt fighter aircraft pushed to the limit to squueze that last ounce of performance,as they round those famous pylons just think of the thousands of hours of work that has gone into these airframes by enthusiasts,paintjobs that would put a luxury car to shame so highly polished that you can see your image in them like a mirror.

Take one stock Airfix P-51D Mustang kit and give it a nice coat of red paint,hand paint the chequers and turn it into something entirely different.

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Macchi C202 Folgore

(The most important italian fighter of WWII, the folgore was derived from the Saetta with the installation of a Daimler Benz DB 601 12 cylinders inline engine. Power Plant: 1-1175hp D.B. 601 A-1. Dimensions: Wing Span: 34.8'; Length: 29'. Maximum Speed: 600 km/h at 5500 m. Armament: 2x12.7mm + (optional) 2x7.7mm)

Virtually unknown outside Italy, the C.202 Folgore was the best fighter airplane fielded in significant numbers by the Regia Aeronautica (Italian Royal Air Force or RA) during World War II. This airplane demonstrated that Italy could design and build fighter aircraft to world-class standards. Aeronautica Macchi S. p. A. designed and built the Folgore (Lightning), which was based on an earlier Macchi design powered by a radial engine, the C.200 Saeta (Thunderbolt). To create the Folgore, Macchi's chief of design, Mario Castoldi, adapted the Saeta airframe to the German Daimler-Benz DB 601 liquid-cooled engine. Italy was a significant air-faring nation during the mid-1930s but its aviation industry began to lag late in the decade, particularly in engine development. No indigenous, in-line powerplant of sufficient power was available when the war started so early in 1940 Macchi had to import the German engine as a private venture. The results were impressive. Flat out, the Folgore was almost 97 kph (60 mph) faster than the Saeta's speed of 502 kph (312 mph).

The C.202 first flew in August 1940 and the RA initially deployed the aircraft during the summer of 1941 to the 1° Stormo C.T. for conversion training. By November, this unit had transferred to Libya and engaged British forces shortly before the British blockaded Tobruk. Although it was available too late to affect the outcome in North Africa, the new Macchi C.202 proved clearly superior to both the American Curtiss P-40 and the British Hawker Hurricane. The Italian fighter outperformed all opponents except Supermarine Spitfires and North American P-51 Mustangs. Folgore pilots lauded the fighter's finger-light handling and superb agility.

When supplies of DB 601 engines ran out, Alfa Romeo began building a copy, under license, called the R. A. 1000 R. C. 41 Monsonie (Monsoon) but initial production was slow. The need for airplanes was urgent so for a time, Macchi built the outdated C.200 alongside the C.202 but by late 1942, Folgores outnumbered all other fighter airplanes in the Regia Aeronautica. Folgore production totaled about 1,500 airplanes, built from 1941 to 1943. Macchi built fewer than 400 but the Breda and S. A. I. Ambrosini firms manufactured the balance.

Chief designer Castoldi employed a unique method of counteracting the torque and P-factor (propeller factor) generated by the engine. These aerodynamic phenomena often cause airplanes to swing on take off, sometimes uncontrollably. Castoldi made the left wing 21 cm (8 3/8 in) longer than the right wing. The larger wing created more lift which tended to roll the fighter right, opposing and thereby counteracting the torque and P-factor.

The Germans operated the C.202 in limited numbers and after 1943 it appeared in the small Allied Co-Belligerent Air Force that operated continuously against the Axis from the Italian Armistice to V-E Day. Postwar Folgores, modified to accept the more powerful DB 605 engine and redesignated C.205 Veltros, last served in the Egyptian Air Force in 1949.

The beautiful asthetic shape of the Macchi C202 Folgore can be seen here,Italian designers had a certain knack for getting things to look just right.

Only two of this breed now survive in museums.

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Gloster G.A.5 (Javelin)

The Javelin began with a 1947 Air Ministry requirement for a high-performance night fighter that led to orders for prototypes under specification F.44/46 of two of the competing designs, the Gloster GA.5 and the De Havilland DH.110 which was also under consideration for the Royal Navy When it appeared that the Gloster design would be ready sooner and would be simpler and cheaper to build, the de Havilland submission was rejected; though the company was to continue development as a private venture that eventually resulted in the De Havilland Sea Vixen. The aircraft had a distinctive appearance, its broad delta wings surmounted by a huge finned T-Tail. The F.44/46 specification subsequently became F.4/48 related to an "operational requirement" OR.227.

The GA.5 first flew on the 26th November 1951 flown by test pilot Bill Waterman (two months after the prototype DH.110 took to the air), and protracted fight testing took place until 1956, when the first 14 production machines were delivered, designated F(AW) Mk.1, development and improvements continued, leading to small production runs of different models of the aircraft throughout the year.

By the end of 1956, the Javelin was up to a FAW.7 variant, which was the first to actually meet the specifications of the original Air Ministry requirement, and which was to become the definitive version of the aircraft (most of which were later altered to the FAW.9 standard). Indeed, the Javelin was evolving so quickly that deliveries of the FAW.8 began before FAW.7 production had ended. As a result, the final 80 FAW.7 aircraft went straight from the factory into storage, eventually flying after being remanufactured as FAW.9s. A total of 427 were produced in all variants, plus seven prototypes.

This rare surviving model was built from the Hawk kit some 50 years ago,it had no undercarriage and was very basic but represents the early Javelin form very well,no restoration has been undertaken she is exactly as first built.

The Gloster G.A.5

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British Aerospace Hawk

Royal Air Force: 176 x T Mk.1, delivered 1976 to 1981

Finland: 57 x Mk.57, delivered 1980 - 1993

Kenya: 12 x Mk.52, delivered 1980 - 1981

Indonesia: 20 x Mk.53, delivered 1980 - 1984 8 x Mk.109, delivered 1996

32 x Mk.209, delivered 1996 and 1998/99

US Navy: 174 x T-45 Goshawk, assembled by Boeing in St. Louis, deliveries started in 1988

Zimbabwe: 13 x Mk.60 and Mk.60A, delivered 1982 and 1992

Dubai: 9 x Mk.61, delivered 1983 - 1988

Abu Dhabi: 20 x Mk.63A and Mk.63C, delivered in 1984/85 and 1994

18 x Mk.102, delivered 1993

Kuwait: 12 x Mk.64, delivered 1986

Saudi Arabia: 50 x Mk.65, delivered 1987/88 (30) and 1997

Switzerland: 20 x Mk.66, delivered 1989 - 1991

South Korea: 20 x Mk.67, delivered 1992 -1993

Oman: 4 x Mk. 103, delivered 1993

4 x Mk.203, delivered 1993

Malaysia: 10 x Mk.108, delivered 1993/94

18 x Mk.208, delivered 1994/95

Canada (Bombardier NFTC): 18 x Mk.115, deliveries scheduled for 2000

Australia: 33 x Mk.127, deliveries scheduled for 2000/2001

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Bede BD.5

Bede Microjet & Bede BD.5 plus a Pitts Special,all built from the delightful LS kits.

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SEPECAT Jaguar

Role: Strike/Attack

Builder: SEPECAT (Dassault/British Aerospace cooperation)

Variants: A, B (T.Mk2, T.Mk4), E, S (GR.Mk1, GR.Mk3), IS, IT, IM.

Operators: United Kingdom, France, India, Oman, Nigeria, Ecuador

The Jaguar has a long sleek fuselage and two engines. It is used in the reconnaissance, advanced training, close air support, maritime attack as well as in the strike and interdiction role.

Jaguar A is the original prototype and the French single-seat attack version. Jaguar E is the French tandem two-seat trainer variant with dual controls. Both are equipped with French Adour Mk 102 engines.

Jaguar S designated GR.Mk1 by the Royal Air Force is the British equivalent of the Jaguar A with a laser in the nose. The Jaguar B is the RAF's advanced trainer designated T.Mk2 and has a more advanced full suite nav/attack system. Both are equipped with the more powerful Rolls-Royce/Turbomeca Adour Mk 104 turbofans. GR.Mk1A is an upgraded GR.Mk1 aircraft with the nav/attack system from the T.Mk2 and self defense systems, which were also added to the T.Mk2A upgrade. Reconnainssance aircraft are equipped with a centre-line pod housing five cameras and an IR linescan. The GR.Mk.3 and T.Mk.4 is the latest and probably last upgrade of RAF GR.1s and T.2s respectively. The upgrade program include new cockpit displays, helmet-mounted sights, the ability to carry the new Advanced Short Range Air-to-Air Missile (ASRAAM) and other system improvements to further extend the life of the aircraft well into the next century.

All export Jaguar Internationals are based on the RAF's Jaguar B/S airframe. Export customers are Ecuador, India, Nigeria and Oman. India is the biggest Jaguar operator today, with Jaguar is IS strike , IT trainer and IM maritime strike aircraft. The latter have the Agave radar in a reprofiled nose and are armed with BAe Sea Eagle anti-ship missiles.

The Desert Pink was specially mixed by Humbrol overnight to ensure that modellers could reproduce the correct finish,it was all hands on deck to get the aircraft completed for service,ATC Cadets assisted in the operation.

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Airship Industries Skyship 500

In 1984 Airship Industries managed a major marketing coup with the inclusion of their Skyship 500 series airship in the James Bond Film, "A View to a Kill". The original story coming from a short story by Ian Flemming was adapted and also took on the use of Airships by the later Bond Novellist John Gardener in "Role of Honour" . At the time Airship Industries were producing a fleet of ships which were recognisable over many capitals of the world offering tours, or advertising sponsorship deals. As all Bond films have included the most current technology, this included the lighter than air interest.

In the film the first introduction to lighter than air travel is when the, Villan Max Zorin, made an appearance in airship used as a "mobile" HQ and conference suite, in a planned but currently nonexistent Skyship 6000. A mock up model had been made showing a larger Skyship 500 with a double decked gondola and four ducted propulsion units.This was shown floating over San Fransico Bay, and cleverly disposing of a conference passenger. The ship was similar to the designs at the time of a larger skyship 5000 and the envelope and shape of the gondola can be seen as almost direct copies of the designs. The ship was mocked up in green Zorin Industries livery.This was an initial taster for choice of travel made by the Villan the later inclusion of anairship in the the climax of the film on the Golden Gate Bridge.

For the finale, the ship in question was in fact a very real Skyship 500 registration G-B1HN which at the time was operating a promotional tour of Los Angels and had played a major part of the opening ceremony of the 1984 Olympic Games. For that the ship has WELCOME painted across the side of the hull. During the 1984 season, the ship was in predominantly green and red livery of Fuji Film sponsorship. As the film was set around California, the Bond Production Team were also able to utilize the ship and shots of the ship over San Francisco and famous land marks.

The ship was adapted with a similar livery, bearing the factitious Company of "Zorin Industries" and various smaller scale yet perfectly working models of the ship were used at various stages.

In the film, the ship is used as an escape vehicle for Max Zorin and his assistants. The escape airship was hidden inside a portable contractors office (portacabin) where the top extension collapsed down. This allowed escapees to enter the office door, and dramatically press a few buttons, and the roof of the building would collapse open, allowing the envelope to inflate through the top.

In real life, however this is not possible as an inflation can take up to 24 hours, however with the benefit of Pinewood magic, this inflation takes approximalty 2 minutes. It does, however provide a striking effect showing the fin structure and also an excellent vectoring of the engines as the "ship" provides a VTOL takeoff out of the cabin.

A very good action sequence takes place with the ship used as a kidnap vehicle where our hero James Bond dramatically grabs the bow mooring lines, and is carried off over the San Francisco skyline, narrowly missing some of the buildings.

The final sequence takes place on the Golden Gate Bridge where James Bond manages to curtail the villains get away by tying the mooring lines to the superstructure. During this time a very convincing Skyship 500 show a ship in almost in view during the whole sequence. However this is of course a very impressive mock up.

The demise of the ship is, like almost every airship in movie history, by the explosion. The clumsy use of dynamite which was dropped as the ship is cut free from it's moorings. The ending had to be dramatic and be careful not to totally discredit the fledgling industry who was always trying to move away from this historical stigma. The special effects are impressive and is true to a modern airship design with the gondola and not the envelope of gas exploding. This of course showing that the inert helium being safe as the envelope is deflated.

The model Skyship 500 fabric shimmers in the sun.

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OV-1 Mohawk

The Mohawk was developed by Grumman Aircraft as a photo observation and electronic reconnaissance aircraft for the US Marines and the US Army. Due to budgetary constraints, the Marines bowed out early in the development cycle. The first Mohawk (YAO-1) prototype flew on April 14, 1959. The OV-1 entered production in October 1959 and served the US Army in Europe, Korea, the Viet Nam War, Central and South America, Alaska, and during Desert Storm in the Middle East. The Mohawk was retired from service in September 1996. A total of 380 original OV-1 Mohawks were produced between 1957 and 1969. 133 OV-1Cs were built, the "C" designating the model which used an IR (infrared) imaging system to provide electronic reconnaissance.

Since its inception as a joint Army and Marine program, the OV-1 Mohawk had been a center of controversy. Actually the Army and Marine requirements were never compatible and compromises were made that suited neither. From the Army's viewpoint, the original design was compromised by shipboard requirements and other specific Marine specifications which had little application for an Army observation aircraft. From the Marine viewpoint, they were looking for a fixed-wing replacement for the old Cessna light observation aircraft and they did not require sophisticated sensor systems which they planned to carry on other aircraft. As it turned out, the Marines dropped out of the development program before the first prototypes were ready for flight.

Because the Mohawk was an exception to the Secretary of Defense's memorandum on weight limitations for Army aircraft and because it had inherent capabilities for armament, the Air Force had opposed its development from the beginning. There is no doubt that certain Army extremists viewed the Mohawk as the "nose of the camel within the tent of tactical air support." The Army was to suffer for their enthusiasm for years to come. The manufacturer, Grumman, did not help by publishing carefully placed brochures which showed the Mohawk in a variety of attack roles.

The Mohawk was originally designed as a visual reconnaissance aircraft with better survivability than the L-19 of Korean vintage. In addition, it was to have an integral camera system for spot photo coverage. Above all, it was to land and take off in the same distance as the L-19 which it was to supplement. It was not long, however, that "improved" versions of the Mohawk were visualized carrying sophisticated sensor systems developed by the Army surveillance agencies such as infra-red and side-looking radar. Weight, space, and power provisions had not been made for these systems in the original design. As a result, the gross weight increased and performance declined. These growth versions of the Mohawk were coming off the drawing board before the first "A" model had even been tested throughout its entire flight envelope and subsequent tests were to prove that major engineering modifications to both wing and power plants would be necessary in the latter versions. Furthermore, the addition of all this sophisticated sensor equipment not only raised the unit cost significantly but, in the view of many, watered down the Army contention that this was truly a front line low echelon aircraft.

The first Mohawk flew for the Army in 1960 as a visual observation aircraft. It was soon pressed into service in Vietnam. Its primary mission was gathering and relaying information on enemy activities. After a storm of controversy in the Pentagon, the 23d Special Warfare Aviation Detachment was deployed to Vietnam in September 1962 for the purpose of providing air surveillance in support of Republic of Vietnam forces. In addition, they were to serve as a test unit for operational evaluation conducted by the Army Concept Team in Vietnam. The 23d Special Warfare Aviation Detachment (Surveillance) was organized in July 1962 as a prototype armed aerial surveillance unit using the OV-1 Mohawk aircraft. Besides its headquarters and photo processing section, there were three flight teams, each consisting of two armed Mohawks, four pilots, and seven enlisted maintenance and armament specialists. Visual and photographic reconnaissance by this twin-turbine airplane produced a wealth of intelligence for supported units. One of the unique advantages of the Mohawk in reconnaissance was its speed to noise relationship which allowed the aircraft to get within observation distance of people on the ground without alerting them to it's presence. In one division, artillery fires directed from the air were nearly tripled by the activities of Mohawk observers. The Mohawks filled a real intelligence need for the U. S. Army advisors in the field. For the first time the advisors found themselves with a responsive tool in the form of the Mohawk under their direct operational control to fill in the many gaps in their intelligence.

Think this could be a Fujimi kit ?

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Brewster Buffalo

Recognizing in 1936 that the day of the biplane flying off carrier decks was ending, the US Navy sent a proposal to manufacturers specifying a monoplane configuration, wing flaps, arrester gear, retractable landing flaps and an enclosed cockpit. Brewster’s design, the F2A, featured all-metal construction except for fabric control surfaces, a Wright Cyclone piston engine (allowing the plane to exceed 300 mph), four fixed machine guns and attachments for two 100 pound bombs. In June 1939 the first of 54 F2A-1 production planes was delivered, the first nine sent to equip VF-3 aboard USS Saratoga.

By late 1940 the Navy was receiving the F2A-2, an improved version with a more powerful engine, better propeller and built-in flotation gear. Unfortunately the plane was overweight and unstable, especially compared to the Japanese Zero, and would soon be replaced by the Grumman Wildcat.

About 200 land-based versions were bought by the British, who called it the Brewster Buffalo; they were sent to the Far East in an attempt to free up Spitfires and Hurricanes in Europe. Used in the defense of Burma and Singapore, the Buffalo was overmatched by the Japanese and eventually withdrawn from service. In fact, the only successful combat enjoyed in the Far East was the 100 Buffaloes of the Netherlands East Indies Army fitted with a larger (1,200 hp) Wright engine. Only by maintaining a high altitude and diving suddenly out of the sun were the Dutch able to defeat the Zero in Java and Malaya.

A significant user of the Buffalo was the Finnish Air Force. Though unloved by the British, Australians, Americans, Belgians and Kiwis, 44 Buffaloes were flown by the Finnish LLv24 Squadron, and the aircraft was beloved and found to be very effective in the hands of its Finnish pilots. No fewer than 12 pilots became aces in Buffaloes, and the aircraft is remembered fondly by many.

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Avro Avian Monoplane

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Antonov AN.26

The An-26 (NATO reporting name 'Curl') is a militarised development of the An-24 airliner, which first flew in April 1963. The pressurised An-26 (first flight in 1968) differs from the An-24 in featuring a rear loading freight ramp, more powerful lvchenko turboprops and a turbojet APU which can serve as an auxiliary engine for takeoff. More than 1400 An-26s and An-26Bs (with improved freight handling system) were built until the type was replaced in production by the improved An-32 (NATO reporting name 'Cline').

The An-32 first flew in the 1976 and features much more powerful engines for improved hot and high performance (the type finding favour with air forces which operate in such environments). The An-32 features improved systems and is visually identifiable by its above wing mounted engines, which give greater ground clearance for the increased diameter propellers.

Meanwhile Xian in China has developed the Y7 and the Y7H from the An-24, and some are in Chinese military service.

Performance: An-26B - Cruising speed 435km/h (235kt). Max initial rate of climb 1575ft/min. Takeoff run on sealed runway 870m (2855ft). Range with max payload and no reserves 1240km (670nm), range with max fuel and no reserves 2660km (1435nm). An-32 - Max cruising speed 530km/h (285kt), economical cruising speed 470km/h (254kt). Service ceiling 30,840ft. Takeoff run on sealed runway 760m (2495ft/min). Range with max payload 1200km (645nm), range with max fuel 2520km (1360nm).

Powerplants: An-26B -Two 2075kW (2780ehp) ZMKB Progress (formerly Ivchenko) Al-24VT turboprops driving four blade propellers, and one auxiliary 7.85kN (1765lb) Soyuz (formerly Tumansky) RU-19A300 turbojet. An-32 - Two 3760kW (5042ehp) ZMKB Progress Al-20D Series 5 turboprops.

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Messerschmitt Bf.109E

The Me 109 was one of the world's great fighter planes, and it enjoyed the distinction of having been built in greater numbers than any other; some 33,000 were built. It was mass-produced in Germany from 1936 through 1945, and it was built in other countries after the War, serving in Spain until 1967.

The Me 109 originated in 1934 in a four-way competition for a modern fighter design to be used by the brand-new Luftwaffe. Although it was intended to use the new 610hp Junkers Jumo inverted V-12 engine, when it flew in September 1935, the Me 109V-1 prototype had to use an upright 625hp British Rolls-Royce Kestrel engine. Though it differed little in outline from the new monoplane fighters that were being developed in other countries, the Me 109 was almost revolutionary in its use of a greatly simplified, all-metal structure for mass production and ease of maintenance in the field.

The design was also suitable for "stretch"-the use of higher power, heavier armament and other state-of-the art changes that kept it competitive with Allied fighters until the War's end. Almost its only serious deficiency was with its landing-gear design. The gear was on a narrow track, and the wheels weren't at 90 degrees to the ground. This often gave the pilots serious problems on landing.

Prototypes

In 1934, three Me 109 prototypes were ordered. Designated "Me 109V-1" through "V-3" (Versuchs, or "experimental"), these were followed by 10 more prototypes mixed with preproduction Me 109B models. Designated V models were made until late in the War (reaching V-55). Most were adapted from production models rather than built from scratch as experimental models.

Me 109B. This was the first production model; there was no Me 109A as such. It used the 635hp Jumo 210 engine and drove a fixed-pitch wooden propeller that was later replaced by a two-blade metal controllable-pitch type. Its initial armament was a pair of 7.9mm machine guns that fired through the propeller and a third gun that fired through the propeller's hollow shaft. Early combat experience was gained with 45 109Bs that were sent to the German Condor Legion, which was fighting in the Spanish Civil War. The Me 109B's gross weight was 4,740 pounds, and its top speed was 289mph at 13,120 feet (4,000 meters).

Me 109C. This model was outwardly similar to the B, but it had an improved Jumo 210C engine and two more guns in the wings. Some Cs were used to test a 20mm cannon that fired through the propeller shaft, but this wasn't yet standard equipment.

Me 109D. The Me 109D, which kept the Jumo engine and two-blade propeller, was the first true mass-produced model; several hundred were built. Although it was soon obsolete, some D models saw action during the German invasion of Poland in September 1939, after which they were "retired" to fighter-pilot schools.

Me 109E. A major change came with the Me 109E, which used the 960hp Daimler-Benz DB 600 engine (an inverted V-12 like the Jumo) but had a three-blade propeller and a markedly different radiator arrangement under the nose. Production Es with 1,100hp DB 600A engines entered service with the Luftwaffe early in 1939. During its production life, a wide variety of armament was incorporated in the E, and the nose-mounted cannon was standard equipment.

Certain other Es had cannon in their wings. Provision was also made for the installation of under-wing bomb racks, and a 300-liter drop tank or a 550-pound bomb could be carried under the fuselage.

Revell Bf.109E with toothbrush spatter into wet base coat type finish to represent Luftwaffe mottle effect

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The Baka Bomb

Japanese terror weapon

21 Oct44 Two planes with volunteers flew from the Philippines to attack US carriers.

23-26 Oct44. Off Leyte, 55 Kamikaze pilots, in the first planned mass suicide attacks of the war, co-ordinated with the IJN attack on Leyte Gulf, hit the escort carriers and sank the St. Lo (CVE-63) and damaged the large escorts Sangamon (CVE-26), Suwannee (CVE-27), Santee (CVE-29), and small escorts White Plains, Kalinin Bay, and Kitkun Bay. In all, 7 carriers were hit and 40 other types damaged; five ships were sunk, 23 heavily damaged, and 12 moderate damage.

25Mar45-21Jun45. Off Okinawa -- Ten "Kikusui", swarms of Kamikaze, up to 350 attackers at a time, 1,900 in total, damaged 250 ships with 34 destroyers and smaller ships sunk. Several ships were damaged so badly they were not repaired. One in seven of all naval causalities occurred off Okinawa.

3,500 naval planes and an additional 1,500 army planes are hidden on Kyushu for the "final battle" and just as many for orthodox use; once suicide planes were used up, the orthodox pilots would become Kamikazes. This is a number sufficient to sink or damage 1,000 ships of an invading fleet.

No idea whose kit this was ? but I think that it portrays well the Baka machine,the reports above about the effectiveness say it all

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Avro Anson 1

The Avro 652 Anson was designed in 1933 as a civilian aircraft, but was militarised by the addition of a forward-firing gun in the lower port nose and an Armstrong Whitworth dorsal turret armed with a single Lewis gun. Although the Anson entered service a couple of years or so before WW2, it served in the RAF's Coastal Command during the entire conflict on reconnaissance, rescue, and anti-submarine duties. Ansons were also extensively used in a variety of aircrew training roles and for communication and liaison, both during, and after WW2. Many versions of the Anson were built in the UK and in Canada (21 marks). Canada in particular took the Anson to heart. The last Ansons were retired from the RAF in 1968, making it the longest serving aircraft on active duty in the RAF's history

I still get a thrill from this early Airfix kit of the Avro Anson 1,they were brave enough to attempt a brilliant but little modelled subject and got it right as well,the model captures the subject well and even when built from the box it turns out a nice model,just a pity that they were not a bit more adventurous with the decals with later issues to extend its life,as they did with many other kits.

There are still plenty of these around so go and buy one to build up,never mind keeping it in the box build it and make a good job of a real piece of aviation history.

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Antonov AN.2 Biplane

The AN-2 prototype was first flown on August 31, 1947, and the aircraft is still in production, although the Antonov Bureau has not produced any since 1960. The An-2s designer, Oleg Antonov, had been an aircraft designer during the Second World War. He then formed his own bureau with the intention of creating an aircraft capable of almost any task. He succeeded. Originally designed for the Ministry of Agriculture and Forestry in the former Soviet Union, the aircraft was soon adopted by the Soviet Air Force and built for its client states. It is ideally suited to less developed countries because it requires little maintenance and is easy to fly.

The An-2's admittedly-antiquated design gives it extremely short take-off and landing (STOL) capabilities. This is partly achieved not only by the high-lift double wings, but by the use of the drooping ailerons which can be lowered 20 degrees to compliment the flaps. The wings are covered in fabric aft of the front spar and the tailplane is also covered with fabric, making field repairs easy. It has a crew of two in a heated crew compartment and a single bay running the length of the aircraft.

More than 12,000 Colts have been produced

This model was built from the VEB Plastikart kit,a relatively crude collection of parts that require lots of filing and shaping with plastic like metal,another example has been reworked but this one has been built virtually as is from the kit to show what it looks like.It was exchanged for other kits from a correspondent in the former DDR Eastern Germany before the wall came down.

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Convair B-36 Peacemaker

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