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Hawker Fury Biplane (04103) Believed to be last one available to order.
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De Havilland Tiger Moth (A04104A)
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From the perspective of a student pilot, the de Havilland Tiger Moth was a relatively stable and forgiving aircraft to fly, possessing few handling vices and being generally supportive of the odd silly mistake by the novice pilot.
It quickly gained a reputation as being an ‘easy aeroplane to fly, but a difficult one to fly well’, qualities which seemed to make this the ideal aircraft to serve as a primary/basic trainer for large numbers of pilots destined to fly operationally during WWII.
At the start of the war, the RAF had around 500 Tiger Moths in service, but would requisition hundreds more from flying clubs up and down the country.
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De Havilland Chipmunk T.10/T.20 (A04105A)
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An aircraft which has been responsible for training thousands of pilots and allowing thousands more to enjoy experience flights, the Chipmunk took over this important responsibility from the venerable Tiger Moth from 1950 onwards. One of the longest serving RAF types, the Chipmunk still provides training and currency support for pilots of the Battle of Britain Memorial Flight.
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Supermarine Spitfire Mk.XII (A05117A)
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The Mk XII was the first production version of the Spitfire to use the Rolls-Royce Griffon engine. The Griffon was a development of the 'R' sprint engine used in the Supermarine Schneider Trophy racing seaplanes of the late 1920s and early 1930s.
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Supermarine Spitfire PR.XIX (A05119A)
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The PR.XIX was the final photo reconnaissance version of the Spitfire to see active RAF service. Produced by mating features of the Mk.XI Spitfire to the powerful Griffon engine of the XIV, the PR.XIX was one of the fastest and, some say, best-looking of all Spitfire variants.
Due to its role as a reconnaissance machine, it featured no armament, relying upon its high top speed to evade potential enemies. After the war, the PR.CIC served in the Far East, operating over Hainan Island and performing the RAF’s last ever operational sortie by a Spitfire over Malaya on 10th June 1957.
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Messerschmitt Bf109E-3/E-4 (A05120C)
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As the battle hardened, Bf109 fighter pilots of the Luftwaffe began operations against Britain following the Dunkirk evacuation and they were at a disadvantage for the first time. With only enough fuel for limited time over England, any mechanical issue or damage during combat resulted in their capture at best and certainly helped hasten an end to their war.
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Folland Gnat T.1 (A05123)
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The Folland Gnat was a small, swept-wing British subsonic jet trainer and light fighter developed by Folland for the RAF, and flown extensively by the Indian Air Force. Its design allowed construction without specialised tools by countries that were not highly industrialised. Although never used as a fighter by the RAF, the Gnat T.1 trainer was widely used.
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Supermarine Spitfire Mk.Vb (A05125A) Believed to be last one available to order.
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Illustrating the strength and adaptability of its basic design, the Supermarine Spitfire saw constant development throughout the Second World War, with over 20,000 aircraft eventually being produced in 24 different marks. The Mark V variant was actually something of a ‘stop-gap’ upgrade from the aircraft which fought during the Battle of Britain, but with 6,487 produced, it would prove to be the most heavily produced mark of Spitfire.
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Supermarine Spitfire Mk.1a (A05126A)
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The Supermarine Spitfire was, by 1940, the interceptor of choice for Fighter Command. It was capable of speeds of over 360mph and had exceptional manoeuvrability. An excellent dog-fighter, the Spitfire Mark I is seen as a symbol of ‘The Few’, vital to the defence of the United Kingdom against the previously all-conquering Luftwaffe. Along with the Hurricane, it cemented its place in history during the Battle of Britain.
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Supermarine Spitfire Mk.I (A05126B)
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The Supermarine Spitfire is arguably the most famous and beautiful fighter aircraft ever to grace the skies. First flying in 1936, R.J. Mitchell’s masterpiece was the interceptor of choice for Fighter Command by 1940, and the envy of many of the world’s air arms. Powered by the equally famous Rolls Royce Merlin V12, the Spitfire was capable of speeds of over 360mph and had exceptional manoeuvrability.
The Spitfire was an excellent dog-fighter, able to turn on the inside of an opponent to great effect during the struggles over southern England and the English Channel during the Battle of Britain. The Spitfire Mark I has come to be seen as a symbol of ‘The Few’, vital to the defence of the United Kingdom against the previously all-conquering Luftwaffe. Along with the Hurricane, it cemented its place in history during the Battle of Britain and continues to be a hugely desirable ‘warbird' at airshows.
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Hawker Hurricane Mk.1 (A05127A)
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The Hawker Hurricane was the RAF’s most vital fighter in the early years of WWII. These tough, partly fabric covered monoplane fighters put in a valiant defence against the numerically superior Luftwaffe during the Blitzkrieg. Although slower than the Messerschmitt Bf109, and with a less destructive armament, the Hurricane was able to turn tighter, and absorb considerable punishment.
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Boulton Paul Defiant Mk.1 (A05128A) Believed to be last one available to order.
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As the least effective of the RAF’s interceptor fighters at the start of the Battle of Britain, it is interesting to note that the Boulton Paul Defiant actually entered service much later than either the Spitfire or Hurricane, but was quickly relegated to nightfighter operations when it became obvious the extra weight of the power operated turret made the aircraft a relatively easy target for Luftwaffe fighters.
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Curtiss P-40B Warhawk (A05130A)
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North American P-51D Mustang (A05131A) Believed to be last one available to order.
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The North American P-51 Mustang is viewed as one of the iconic American fighters of the Second World War. Designed to fulfil an RAF specification, the Mustang was transformed once the Rolls Royce Merlin engine was installed. The P-51D model's long range and excellent firepower made it a superb escort fighter, able to protect the bombers all the way to Berlin and back. The P-51 is recorded as being the top scoring Allied fighter of the war with 4,950 enemy aircraft destroyed. After the war the P-51D saw service in Korea and was used by some South American country's air arms until the early 1980s.
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Boulton Paul Defiant NF.I (A05132)
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Quickly outclassed as a day fighter during the Battle of Britain, the Boulton Paul Defiant was tasked with protecting Britain from night bombing raids by the Luftwaffe. Not trained to fight at night, Defiant crews had to develop interception techniques as they fought but found the aircraft much more suited to this nocturnal fighting environment.
After enjoying initial success against Luftwaffe pilots unfamiliar with Britain's turret fighter, Defiant crews soon discovered the limitations of their aircraft. The significant weight of the gun turret, combined with a relatively poor arc of defensive fire, meant that German Messerschmitts soon learned how to attack these unusual aircraft. As combat losses began to mount, RAF Defiants were relegated to night fighting duties, where the aircraft was much less vulnerable and could make better use of its offensive firepower. As the night Blitz against London raged, Defiant crews had to develop their own interception techniques, as many were not trained in this type of fighting. They soon began to score victories against the Luftwaffe raiders, helping to establish a cohesive night defence system and rebuilding the reputation of the Defiant. These all-black nocturnal hunters became some of the most distinctive RAF aircraft of the Second World War.
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Curtiss Tomahawk Mk.II (A05133A)
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The first Curtiss Tomahawk fighters to arrive in Britain during the Second World War operated in the tactical reconnaissance role and were deemed unsuitable for fighter sweeps into German-held Europe. Later models incorporated several improvements and saw extensive service with the Western Desert Air Force.
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Supermarine Spitfire FR Mk.XIV (A05135) Believed to be last one available to order.
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Continuing the wartime development of the famous Supermarine Spitfire, the Mk.XIV saw the classic shape of Mitchell’s celebrated fighter paired with the awesome power of the new Rolls Royce Griffon engine. The resultant aircraft was superb and one of the RAF’s most capable fighters of WWII, proving particularly successful when employed against the V-1 flying bomb attacks which Germany launched against southern Britain, from the summer of 1944.
The adoption of the Rolls-Royce Griffon engine provided the Spitfire with a significant increase in performance, but not without presenting Supermarine designers and pilots converting to the aircraft with a few challenges. Installation of the new engine in the existing Spitfire airframe required a redesign of both the front and rear sections of the aircraft and the use of a distinctive five bladed Rotol propeller. Pilots used to flying Merlin engined versions of the aircraft would find the Griffon turned in the propeller in the opposite direction and whilst the earlier aircraft tended to veer to the left on take-off, the Griffon powered machines would veer in the opposite direction – if the pilot forgot and applied their usual corrective inputs, their first flight could be a particularly short and uncomfortable one.
As the only British fighter type to remain in production throughout WWII, the Spitfire was constantly developed to ensure it remained at the forefront of fighter performance, with the Griffon powered aircraft being around 80 mph faster than the original Mk.I machines. With the purr of the early Merlin engines replaced by the throaty growl of the mighty Griffon, these later developments appear to be much more capable versions of the fighter than the classic early Spitfires, even though they are basically a development of them.
The Griffin powered Spitfire Mk.XIV possessed greater performance than that of the thoroughbred Mk.IX and therefore was superior to both the Luftwaffe’s Focke Wulf Fw 190 and the latest versions of the Messerschmitt Bf 109. Taking part in air operations in support of and in the months following the D-Day landings, the Mk.XIV was used extensively by the 2nd Tactical Air Force, equipping all 20 of the Spitfire Squadrons that operated from the continent in the months between D-Day and VE-Day. Employed predominantly in an armed reconnaissance role, these fearsome fighters would search for targets behind German lines, attempting to disrupt both their retreat and their ability to send reinforcements to the current front line. Their speed also made them an ideal aircraft to help counter the growing Doodlebug threat endured by southern Britain in the months following Operation Overlord and the D-Day landings.
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North American F-51D Mustang (A05136) Believed to be last one available to order.
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Scheme 1: ‘Rotation Blues’ 67th FBS Korea
Scheme 2: F51D 77 Squadron RAAF Korea 1951
Scheme 3: J26 Mustang, Swedish Air Force
As arguably the finest fighter aircraft of WWII, the Mustang went on to be selected as the USAF primary piston engined fighter after the war, with all other types relegated to secondary roles, or withdrawn from service. The re-designation of USAF aircraft in 1948 saw the P for Pursuit change to F for Fighter, resulting in the Mustang becoming a North American F-51D
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North American Mustang Mk.IV / P-51K Mustang (A05137)
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Scheme 1: KM272 ‘Dooleybird’ 19 Squadron RAF 1945
Scheme 2: KH676/CV-A Flg Off A F Lane, 3 Squadron RAAF Cervia Italy, April 1945
As the North American Mustang was developed as a direct result of a British Air Ministry requirement, it is somehow fitting that the RAF and Commonwealth air forces used the aircraft extensively during WWII. The British designation for the later P-51D version was Mustang IV, with the Dallas built P-51K, which used a different Aeroproducts propeller, referred to as the Mustang IVa.
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Supermarine Spitfire F Mk.XVIII (A05140)
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A variant of this famous fighting aeroplane which was the result of a desire to produce a 'Super Spitfire', the Mk.XVIII was a further refinement of the Rolls Royce Griffon powered Mk.XIV, but one which incorporated a number of improvements over its predecessor. In addition to several cockpit enhancements for the pilot, the Mk.XVIII also benefitted from increased fuel carrying capacity and strengthened wings, allowing it to carry either rockets or bombs in addition to its cannon and machine gun armament. With a total production run or 300 aircraft, the RAF would receive two versions of this fighter, the F.Mk.XVIII fitted with the standard E wing and the FR.Mk.XVIII, which included a camera for photo reconnaissance work. Too late to see service during WWII, these powerful Spitfires did see action as part of 'Operation Firedog' and actions against Communist guerrillas during the Malayan Emergency.
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Bristol Bulldog Mk.II (A05141)
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A gleaming silver steed flown by the most capable and intrepid young men Britain could call upon, the Bristol Bulldog was one of the most important British aircraft of the inter-war period, when powerful biplane fighters unquestionably ruled the skies. Initially developed as a private venture by the Bristol Aeroplane Company, the Bulldog was the brainchild of accomplished aircraft designer Frank Barnwell, the man behind the successful Bristol F2B Fighter of the Great War, and was a light, all-metal and fabric-covered fighter, powered by a 440hp Bristol Jupiter engine.
The Bulldog was armed with a pair of forward-firing Vickers 0.303" machine guns mounted on either side of the cockpit, but ultimately never fired its guns in anger during a relatively short seven-year period serving with Fighter Command. Although it was the most capable fighter of the day, the Bulldog was more closely associated with challenging formation flying and spectacular aerobatics, with the Royal Air Force thrilling huge crowds at airshows and pageants around the country, as they demonstrated the effectiveness of a modernising air force.
What the Bulldog did do was help advance Britain's aviation industry towards the production of the sleek, monoplane fighters which would contest the Second World War, as it highlighted the fact that biplane designs were fast approaching their zenith. Perhaps the most famous incident involving a Bristol Bulldog proved to be a rather unfortunate one, when an accomplished, but rather headstrong RAF pilot performed unauthorised low-altitude aerobatics for a group of onlookers and a private civilian aerodrome in Berkshire.
Flying so low that the wingtip of his fighter struck the ground during a manoeuvre, the Bulldog cartwheeled across the airfield, inflicting catastrophic injuries on the pilot - that pilot was future Second World War RAF ace and inspirational national hero Douglas Bader.
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Supermarine Spitfire TR.9 (A05143)
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With so many airworthy two-seat Spitfires currently offering members of the public once-in-a-lifetime flight experience opportunities around the country, it’s interesting that every Spitfire T.9 started as a single-seat fighter, either a Mk.VIII or more commonly, a Mk.IX. Also, despite the Spitfire being arguably the most famous fighting aeroplane in history, with over 20,000 aircraft eventually produced, no official two-seat training variants were produced during the Second World War. A post-war phenomenon, the current fleet of Spitfire T.9s is helping to preserve the legacy of this magnificent aircraft.
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Supermarine Spitfire Mk.IXe (A05144)
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As a thoroughbred fighting aeroplane, the basic airframe of the Supermarine Spitfire was capable of accepting successive modifications which saw this incredible aircraft remain in production throughout the entire Second World War. That adaptability allowed the Spitfire to be upgraded to meet the challenge posed by the latest Luftwaffe fighters, one which saw the Spitfire Mk.IX hurriedly introduced during the summer of 1942 to combat the dominance of the fearsome Focke Wulf FW190 ‘Butcher Bird’. This variant of the Spitfire has since been described as potentially the most effective ‘stop-gap’ fighter in the history of military aviation.
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Supermarine Spitfire F.XVII (A06102A)
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Brace yourself for a stealthily guarded FAA revelation!
A masterpiece of the skies, and now your Airfix workbench, the Supermarine Seafire returns to our range after a ten-year absence.
The XVII was the first of the Seafire variants to feature a cut-down rear fuselage and distinctive teardrop-style canopy. The aircraft could carry a heavier weapons load thanks to reinforced construction, with both fuel tanks and rockets under the wings. This plane flew on the frontline until the early 1950s when it downgraded to training duties.
The Navy’s answer to the ever-popular Spitfire, this masterpiece astounded the world with its unrivalled performance in the most demanding of conditions. It effortlessly operated from aircraft carriers, making it a formidable presence over land and sea. Folding wings allowed it to take off swiftly and land on the decks of naval vessels, extending its reach and influence over the ocean.
The awe-inspiring design ensured agility and speed, boasting sleek, aerodynamic contours radiating elegance and boosting manoeuvrability. This machine reached top speeds of approximately 378 miles per hour (608km/h), giving pilots an unyielding advantage.
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Hawker Sea Fury FB.II (A06105A)
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One of the most capable piston-engine fighter aircraft ever produced and the last to enter service with Britain’s Fleet Air Arm, the Hawker Sea Fury represented the pinnacle of piston-engine fighter design. Introduced after the end of the Second World War, the Sea Fury would see combat against some of the early jet fighters during the Korean War, where it would perform extremely well.
The first deck landing trials commenced in the winter of 1946. The Sea Fury would remain as the Fleet Air Arms principle single-seater fighter until 1953, when it was then replaced by the jet-powered Hawker Sea Hawk.
The aircraft also saw service with a number of overseas air arms, in a variety of operational roles, including strike fighter, trainer and high-speed target towing. The aircraft also became a popular choice in the world of air racing, where the brute power and sheer speed of this magnificent aircraft saw it victorious in countless competitions.
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De Havilland Vampire F.3 (A06107) Believed to be last one available to order.
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With the magnificent de Havilland Mosquito only just entering Royal Air Force service towards the end of 1941, designers at the company were next asked to turn their attentions to developing a new jet engine, one which was capable of powering a new generation of high speed fighter aircraft. Entrusted to the brilliant mind of engine designer Frank Halford, he was determined that his engine would be less complicated and of simpler design than the one being developed by his rival, Frank Whittle and he was ready to test his engine by April 1942. Showing great promise and producing the intended level of thrust, the only thing to do now was to see how it performed in the air.
At a time when jet engine technology was still in its infancy and these early engines were both a little lacking in power and slow to respond to power input commands, de Havilland’s decision to produce their first jet aircraft as a single engined design was a brave one and placed great faith in the performance of their new jet engine. The diminutive new aircraft was initially designated de Havilland DH.100 ‘Spider Crab’, with this codename used to mask the secret nature of the aircraft’s development. Constructed around the new de Havilland Goblin 1 turbojet, the aircraft featured a relatively short, egg shaped central fuselage nacelle and employed a unique twin-boom tail configuration for control stability which allowed the engine’s thrust to egress directly from the central fuselage. With a requirement to take the pressure off the wartime aviation industry, this experimental aircraft had to be constructed of both wood and metal and it is interesting to note that the majority of the fuselage employed the same laminated plywood construction the company had perfected during Mosquito production. Unfortunately for the de Havilland team working on the new jet, their Mosquito was proving to be such a war winner that this experimental project was deemed of lesser importance than producing Mosquitos, probably rightly so for Britain’s war effort. To rub salt into this aviation wound, the first flight of the aircraft would be further delayed for an unbelievable reason - the only serviceable jet engine was ordered to be sent to America to help with the advancement of their own jet powered project.
Mosquito production priority and a series of unforeseen delays eventually dictated that the Gloster Meteor’s development outpaced that of its de Havilland competitor, with the Meteor taking the honour of being Britain’s first jet aircraft to enter service and the only Allied jet of WWII. Making its first flight on 20th September 1943, de Havilland DH.100 ‘Spider Crab’ LZ548/G took off from the company’s Hatfield airfield in the hands of chief test pilot Geoffrey de Havilland Jr. Interestingly, the ‘G’ used in the identification code highlights the secret nature of the project and required that the aircraft must be guarded at all times whilst on the ground. This first flight lasted just over 30 minutes, during which time the aircraft exceeded 400mph and showed great promise, however, it would be April 1945 before a production aircraft would take to the air, by which time the new jet fighter had been christened the Vampire. Despite its protracted development, Britain’s second jet fighter to enter service would prove to be something of a classic and is now regarded as one of the most successful early jet aircraft in the world. The Vampire F.Mk.I entered Royal Air Force service in March 1946, to be followed by the revised and more capable F.3 just two years later.
The Vampire F.3 was basically a longer range version of its predecessor, featuring increased internal fuel capacity and the ability to carry two external fuel tanks. This latest variant also differed visually, in that it incorporated taller and more rounded vertical stabilisers, a lowered horizontal stabiliser and distinctive ‘acorn’ fairings at the base of each vertical stabiliser. Although this was still relatively new technology, de Havilland cleverly designed the aircraft to be simple to maintain and operate, earning the aircraft an enviable reputation for reliability amongst air and ground crews alike and allowing more pilots to safely make the transition to jet powered flight. With a number of significant firsts to its name, the Vampire was the first RAF aircraft to exceed 500 mph, with the extra range of the F.3 allowing this to be the first jet fighter to cross the Atlantic. The Vampire F.3’s of No.32 Squadron were also the first RAF jet fighters to be deployed outside Northwest Europe and the first to operate in the higher temperatures of the Mediterranean. Without doubt, the de Havilland Vampire has to be considered one of the most important early jet fighters in the world.
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De Havilland Vampire FB.5/FB.9 (A06108)
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Although historically in the shadow of the Gloster Meteor, the de Havilland Vampire may have been the second jet fighter to enter Royal Air Force service, but was a hugely significant aircraft in its own right.
The first RAF aircraft capable of exceeding 500mph, the Vampire was also the first single-engined jet-powered aircraft to cross the Atlantic Ocean, marking it as one of the most important of the world's early jets.
The FB.5 fighter bomber was the most important variant of the aircraft with 1123 aircraft built and 930 seeing service with the Royal Air Force - those destined for service overseas were designated FB.9 and had cockpit air conditioning.
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Junkers JU87B-2/R-2 Stuka (A07115)
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Although usually associated with the Wehrmacht’s feared ‘Lightning War’ attacks at the beginning of WWII, the Ju87B Stuka was also a highly effective maritime strike bomber. Capable of performing precision dive bombing attacks against any Allied vessel, the Stuka took a heavy toll of shipping in the English Channel, North Africa and in the Mediterranean. The Stuka also saw service with the air forces of Italy, Romania, Bulgaria and Hungary, as well as remaining in Luftwaffe service throughout WWII.
The attack dive of the Stuka was so severe, that quite a number of automatic features had to be incorporated into the manoeuvre. At an altitude of approximately 15,000 ft., the pilot would locate his target through a bombsight window, which was located in the floor of the cockpit. His engine and propeller had automatic controls, to optimise the aircraft when in a dive, and an automatic trimmer would make the aircraft tail heavy, as the pilot initiated the dive. He would move the dive lever to the rear, which would limit the ‘kick’ of the control column and quickly begin a defined sequence of actions, which if done correctly, would see his ordnance detonate on his intended target. He quickly set the trim tabs, reduced the throttle and closed the engine coolant flaps. The aircraft would automatically become tail heavy and pitch over in a 180-degree roll, placing the aircraft in a steep nose-down dive – at the same time, dive breaks were automatically deployed, to reduce the speed of the dive, to a constant 360 mph. This was the point of no return – the attack sequence had begun.
As the strain on the body of the pilot increased, he still had much work to do. The angle of his dive could be checked by looking at a series of red lines on the side of his cockpit window and lining them up against the horizon – 60, 75, or 80 degree angle of attack. He would then look forward through the fixed gun sight, to line up his attack, before releasing his heavy main bomb - the optimum release height was indicated to the pilot, by a light flicking on in his altimeter. The bomb was carried on a large U-shaped cradle, which would swing down on release, throwing the bomb safely clear of the large propeller and on to the target. As all this action was taking place, the pilot would have certainly had at least a couple of reassuring glances at the red pins protruding up from the top of the wings, which informed him that the automatic dive recovery system was engaged, should he fall victim to a g-induced black-out. All this would have been taking place in just a matter of a few, frantic seconds!
Once the bombs had left the aircraft, it automatically began its dive recovery sequence. This was the point at which the maximum g loading on the crew would be felt and forces in excess of six times the force of gravity were regularly experienced, which could result in vision impairment at the very least. Once recovered and the nose of the aircraft was above the horizon, the dive breaks were automatically retracted, the throttle was opened and the propeller was set to climb – the pilot then quickly had to manually open the coolant flaps, to prevent the engine from overheating and then resume flying the aircraft. This was the point that the Stuka was at its most vulnerable, flying at low level, at relatively slow speed and in hostile territory. His rear gunner may still be blacked out and indeed the pilot might still be feeling a little light headed, but every anti-aircraft gun, rifle and enemy fighter in the vicinity would be taking pot-shots at them, from every angle.
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Westland Lysander Mk.I/Mk.III (A07116)
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Packed full of detail, this brand-new mould includes closed or open canopy options, to reveal the detailed internal fuselage structure. The wings can be built with open or closed leading edge slats and dropped flaps. The undercarriage features covered or uncovered wheels, with optional bomb racks and full bomb load.
One of the more unusual aircraft to see action during the Second World War, the Lysander was designed to provide the British Army with a modern aircraft for reconnaissance, observation and artillery spotting. Possessing exceptional short take-off and landing capabilities, the Lysander was just what the Army were looking for.
Unfortunately, many of the design requirements incorporated into the aircraft were the result of outdated thinking. Of 175 Lysanders sent to France with the British Expeditionary Force, 118 would be lost, the aircraft unable to defend itself against Luftwaffe fighters.
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Canadair Sabre F.4 (A08109) Believed to be last one available to order.
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The last few months of the Second World War saw the introduction of the world’s first operational jet aircraft and with their appearance, a clear indication as to the future of aviation. Taking a significant lead in jet powered aviation technology, Germany was at least 12 months ahead of their Allied adversaries in this regard and with the end of the conflict, there was a rush to gain access to as much of this information as possible, so it could be applied to British, American and Soviet aviation projects.
In the US, the aviation industry had concentrated their efforts on perfecting piston powered aviation during the war, a decision which was vindicated through the success of the P-51 Mustang and the sheer numbers available to Allied air forces. Inevitably, this would have an impact on America’s entry into the jet age and whilst their first operational jet fighter, the Lockheed P-80 Shooting Star, was an excellent aircraft, it utilised the straight wing technology synonymous with WWII designs. With its P-51 Mustang being widely regarded as the best single engined fighter of WWII, it was not long before the designers at North American aviation applied their undoubted talents to producing a new jet powered fighter, one which would incorporate research material obtained from the German jet programme.
In their quest for ever greater speed, the new aircraft featured a 35% wing sweep and beautifully streamlined fuselage, whilst retaining the exceptional pilot visibility first introduced on the ‘D’ variant of the Mustang. With three nose mounted .50 calibre machine guns on either side of the fuselage, the new Sabre shared much with the attributes of its piston engined predecessor, beautiful to look at, but a deadly fighting aeroplane. The first flight of the XP-86 prototype took place on 1st October 1947, in the hands of famous WWII Pearl Harbor Curtiss P-40 fighter ace George Welsh, who was North American’s chief test pilot at that time.
Later in the development programme, an F-86A Sabre would go on to set a new world airspeed record of 670.84 mph, underlining the credentials of this important new fighter. On entering USAF service in 1949, the North American F-86 Sabre was not only America’s first swept wing fighter, but also the fastest fighter in the world and one of the most important aircraft in the post war jet era. The Korean War would witness the advent of the first jet versus jet combat and pitch America’s new jet fighter against the latest Soviet design, the highly capable Mikoyan Gurevich MiG-15, an aircraft which possessed a great aviation pedigree of its own and one which proved to be quite a shock for Western Powers.
With both aircraft possessing advantages over the other, this aerial duel would prove to be quite an even contest, with the more robust training and previous WWII experience of Sabre pilots proving decisive in the end. Whilst US military planners were quick to publish combat victory ratios of 10:1 in favour of the F-86 Sabre, later research suggested the Sabre’s dominance was probably nearer 3:1, though still underlining the effectiveness of the aircraft. As one of the world’s first classic jet fighters, the F-86 Sabre was produced in great quantities and went on to serve with around 30 of the world’s air forces, as well as being produced under licence in Canada, Australia, Japan and Italy. Out of a final total production run which exceeded 9,800 aircraft, the Royal Air Force would operate around 430 Canadian built Sabres from 1953 until 1956, as the introduction of the excellent Soviet MiG-15 continued to have an impact on NATO military strategies.
With the indigenously designed Supermarine Swift and Hawker Hunter still in development, the Sabre provided the RAF with a capable jet fighter at a crucial period in world history and whilst they would only see service for a relatively short period, it bought the RAF valuable time until they could introduce their own swept wing fighter designs.
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North American F-86F-40 Sabre (A08110)
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One of the most important aircraft of the early jet era, the North American F-86 Sabre was in many ways a jet powered version of the company's hugely successful P-51D Mustang from WWII and an aircraft which made full use of captured German aerodynamic research material. Featuring a distinctive 35 degree wing sweep, the Sabre also incorporated three nose mounted .50 calibre machine guns positioned on either side of the aircraft's nose, with this jet powered gunslinger sharing many design philosophies with its famous piston engined predecessor. On entering service with the U.S Air Force in 1949, the North American F-86 Sabre would have the distinction of not only being America's first swept wing fighter, but also the fastest fighter aircraft in the world at that time, a true aviation classic.
A later development of the classic Sabre, the F-86F-40 variant was the ultimate day fighter version of this famous aircraft and featured a number of improvements which kept the Sabre at the forefront of world fighter technology. With a new engine giving the aircraft more power this variant re-introduced the leading edge slats to the '6-3' wing area increase, enhancing the dogfighting capabilities of this famous fighter, whilst at the same time reducing the aircraft's landing approach speed to a much more manageable 124 mph. These modifications proved so successful that many earlier variants of the Sabre were retrospectively upgraded to include these advancements.
During the Korean War, the Sabre posted an impressive victory to loss ratio of 10:1 and helped 40 US pilots to achieve the coveted status of air 'Ace' during the conflict.
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North American F-86F Sabre (A08111)
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Westland Lynx AH-7 (A09101A)
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A groundbreaking helicopter design, the Westland Lynx was developed as the potential replacement for several rotary types in British service during the 1970s, and produced in collaboration with French manufacturer Sud Aviation.
From the prototype's maiden flight, it was clear this was a very special aircraft. It set many helicopter speed records and became famous for its incredible agility.
With variants produced for the British Army and the Royal Navy, the Lynx was used in many roles and remained in service for 40 years.
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Gloster Meteor F.8 (A09182)
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Historically, the Gloster Meteor was Britain’s first jet fighter and the only Allied jet aircraft to see service during the Second World War. The F.8 variant of the Meteor was perhaps the definitive incarnation of this famous aircraft and was the main RAF fighter throughout the 1950’s, until superseded by the Hawker Hunter.
As the first jet aircraft to see service with the Royal Air Force, the Gloster Meteor will always be seen as historically important. A stable and reliable aircraft, the Meteor soon became outclassed as an air superiority fighter, but the effectiveness of the basic design allowed the aircraft to be used in a variety of other roles. In combat with MiG 15 fighters over Korea, Royal Australian Air Force Meteors were found to be severely lacking as dogfighters and were to suffer at the hands of this diminutive Soviet fighter. It was quickly relegated to ground attack duties, where it proved to be extremely effective.
Livery A: No.111 Squadron, RAF North Weald, Essex, England 1954
Livery B: No.85 Squadron, RAF Binbrook, Lincolnshire, England 1968
Scale
1:48
Skill
3
Flying Hours
3
Number of Parts
165
Dimensions (mm)
L287 x W236
Age Suitability
8+
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Gloster Meteor F.8 (A09182A)
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In many respects, the Gloster Meteor could be regarded as Britain's jet powered equivalent of the Spitfire, the first of a new breed of fighter which would go on to patrol Britain's skies for many years following its squadron introduction in July 1944.
The later F.8 variant was arguably the most effective version of the Meteor and for the five years following its introduction, it would form the backbone of the Britain's fighter defence force.
With 1,183 aircraft built, the F.8 was both the final single seat fighter variant of the Meteor and the most heavily produced, arguably making this one of the most important British aircraft of the post war era.
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Supermarine Walrus Mk.I (A09183)
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Despite its rather ungainly appearance, the Supermarine Walrus was one of the most effective aircraft of its type ever built. Required to operate in particularly hostile environments, the Walrus was an excellent naval reconnaissance aircraft and became an invaluable air-sea rescue asset, responsible for saving the lives of many downed airmen.
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Gloster Meteor F8, Korean War (A09184)
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The Gloster Meteor F.8 was a greatly improved version of Britain’s first operational jet fighter and arguably the definitive version of this classic aircraft. Seeing extensive service during the Korean War with No.77 Squadron of Royal Australian Air Force, the Meteor would be engaged in combat with the new Soviet produced MiG 15 jet fighter, which proved to be an extremely capable adversary.
The Gloster Meteor maintains a significant position in the history of the Royal Air Force, as it became Britain’s first operational jet aircraft. Not willing to risk this technology falling into the hands of the Germans, initial operations were confined to UK airspace, particularly in combatting the V-1 Doodlebug threat. Indeed, once Meteors were deployed to Europe in the latter stages of WWII, they were still forbidden to engage in combat with the Messerschmitt Me 262, so we will never know how these significant aircraft would have performed against each other.
In operation, the Meteor proved to be a delightful aircraft to fly and enabled pilots to make a relatively easy transition from piston engined aircraft to jet powered flight. Unlike the Messerschmitt Me 262, the Meteor also proved to be almost as reliable as the Spitfires and Tempests it was intended to replace and was even capable of being operated from relatively basic grass airstrips. Continually developed throughout its service life, the Gloster Meteor would remain in RAF service for many years, with a handful of target towing aircraft still operating in the 1980s.
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Gloster Meteor FR.9 (A09188) Believed to be last one available to order.
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Scheme 1: WL263 208 Squadron Malta 1957
Scheme 2: WB116/G RAF 2 squadron 1956
As the armed reconnaissance version of Britain’s first operational jet fighter, the Gloster Meteor FR.9 was based on the F.8 fighter version of the aircraft and replaced Spitfires and Mosquitos in this role. The extended nose housed a Williamson F.24 camera, which could be positioned to fire either forward, port of starboard facing. Its range was extended significantly by the addition of external wing and ventral fuel tanks.
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Hawker Hunter F.4/F.5/J34 (A09189) Believed to be last one available to order.
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The service introduction of the Hawker Hunter F.4 in March 1955 presented the RAF with a more capable version of their sleek jet fighter, including a much needed increase in its internal fuel capacity. The F.4 also introduced the two distinctive streamlined chin blisters, which were designed to collect spent ammunition links from the guns, thus preventing potential damage to the aircraft.
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Avro Anson Mk.I (A09191A)
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When it entered service with No.48 Squadron at RAF Manston in March 1936, the Avro Anson became the first monoplane type to achieve squadron service status and was also the first RAF aircraft to feature a retractable undercarriage.
The RAF Anson Mk.I was equipped with a fixed forward firing .303 machine gun operated by the pilot and a single Lewis gun mounted in the manually traversed dorsal turret. It could also be equipped with a modest bomb load, something which was required by submarine hunting aircraft operated by Coastal Command.
Despite the RAF entering the Second World War with 26 squadrons equipped with Avro Ansons, they were basically obsolete as a fighting machine and were quickly withdrawn to secondary training roles, a task for which the ‘Faithfull Annie’ was particularly well suited.
As part of the Empire Air Training Scheme, many thousands of aircrew destined for service with Bomber Command were trained both in the UK and overseas.
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Hawker Hunter FGA.9/FR.10/GA.11 (A09192)
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Proving the old adage 'If it looks right, then it is right', the Hawker Hunter was a thing of aviation beauty, streamlined and cultured, but a deadly fighting aeroplane at heart.
Underlining the Hunter's adaptability, the FGA.9 variant was developed in response to an RAF requirement to replace ground attack Venoms serving with units in the Middle East and was basically an F.6 airframe optimised for close air support operations.
Strengthening the Hunter's wing enabled it to carry an impressive array of offensive ordnance, with the FGA.9 presenting the RAF with one of their most capable ground attack fighters. 128 Hunter FGA.9s would see service with home based and overseas squadrons.
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English Electric Canberra PR.9 (A10103) Believed to be last one available to order.
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Westland Navy Lynx HMA8/Mk.88A/Mk.90B (A10107A)
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The Westland Lynx is a British multi role helicopter that has seen service in both land based army forms as well as ship based naval variants. Entering service in 1977, the Lynx has since seen many upgrades and improvements throughout its service hostory. The Mk8 naval variant entered service with the Royal Navy in the early 1990s and has since gone on to provide them with an excellent maritime attack helicopter, performing well in the anti-submarine role as well as search and rescue and more recently anti-piracy operations off the coast of Somalia. Fiercely armed with either missiles, depth charges or a heavy machine gun the Lynx is a formidable machine and is more than capable of taking on the best of the world's surface vessels as well as any potential underwater threat.
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Fairey Gannet AS.1/AS.4 (A11007)
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An aircraft that must surely be considered one of the most distinctive types to have ever seen Fleet Air Arm service, the Fairey Gannet was as capable as it was unique and was significant as the only post-war military contract to be won by the famous Fairey Aviation Company. Arguably the most unconventional Fairey designed aircraft to enter full production, the Gannet was developed in response to a 1945 Royal Navy requirement for an advanced carrier-based, turboprop-powered anti-submarine hunter-killer, one which was rugged enough to withstand the rigors of operation at sea.
Intended to counter the recent expansion of the Soviet submarine fleet at the start of the Cold War era, the Gannet was equipped with all manner of the latest electronic detection equipment and if an enemy submarine was detected, it could be marked, tracked, and if necessary, attacked, using bombs, depth charges, rockets, and air-launched acoustic torpedoes.
One feature of the Gannet which helped to give it a unique appearance was the adoption of its powerplant, the innovative Armstrong Siddeley Double Mamba. This arrangement saw two gas turbine engines mounted side by side in the nose of the gannet, sharing a common gearbox, but both operating independently, each engine driving its own coaxially mounted, contra-rotating propeller. In addition to this, the engines could run on kerosene and even diesel fuel, which was safer to handle and less refined than traditional aviation fuels.
This arrangement provided Gannet crews with more than enough power for carrier operations, with the reassurance of two engines when embarking on long ocean patrols. Once in flight, the pilot could shut down one of the engines to conserve fuel and whilst this would reduce the Gannet's maximum speed, it would extend its loiter capabilities. Usually, a pilot would alternate engine use during a long patrol, running each engine for around an hour before swopping to the other engine - the engine mounted on the port side drove the front propeller.
Another unique feature of the Gannet's design was its bi-folding wing system, something which was designed to allow this large aircraft to operate safely and to be stored aboard one of the Royal Navy's relatively small aircraft carriers. When a pilot engaged the wing unfold, this ingenious system not only prepared the wings for flight, but also automatically connected all flight control systems, hydraulic connections and fuel pipes to the main system, without any ground crew intervention.
In operation, there are reports that the Gannet was so rugged a design that when one aircraft lost the outer sections of both wings after performing a particularly violent manoeuvre, the aircraft still managed to make it back safely to its home carrier, something which can only have endeared the aircraft to its crews still further.
The Fairey Gannet would prove to be an extremely rugged and highly effective anti-submarine aircraft, one which could carry an impressive array of offensive ordnance and one which was able to attack submarines either on the surface, or when submerged and trying to evade its attentions. Well-liked by air and ground crews alike, 348 Gannets would eventually be produced and in addition to serving with Britain's Fleet Air Arm, the aircraft would also see service with the navies of Australia, Germany and Indonesia.
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Westland Sea King HC.4 (A11008)
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Fairey Gannet COD.4 (A11009)
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Arguably the most unconventional Fairey-designed aircraft to enter full production, the Gannet was developed to meet a 1945 Royal Navy requirement for an advanced carrier-based turboprop-powered anti-submarine hunter-killer.
Intended to counter the recent expansion of the Soviet submarine fleet at the start of the Cold War era, the Gannet was equipped with the last electronic detection equipment and if an enemy submarine was detected, it could be marked, tracked and attacked using bombs, depth charges, rockets and air-launched acoustic torpedoes. It was a highly effective anti-submarine aircraft, able to attack submarines on the surface or submerged.
One feature of the Gannet that gave it a unique appearance was its innovative Armstrong Siddeley Double Mamba powerplant. This arrangement saw two gas turbine engines mounted side by side, sharing a common gearbox, but operating independently, each engine driving its own coaxially mounted, contra-rotating propeller. Another unique feature was the bi-folding wing system, designed to allow this large aircraft to be stored aboard relatively small aircraft carriers.
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SEPECAT Jaguar GR.1/GR.1A (A11010)
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In May 1965, the Defence Ministries of France and the UK agreed on a joint programme to develop a supersonic trainer and tactical strike aircraft. France had already decided upon the Brequet 1221 design and this, together with the Rolls-Royce/Turbomeca Adour engine became the basis of the Jaguar. Design leadership was with both Brequet Aviation and the British Aircraft Corporation, so the companies established the joint company SEPECAT to coordinate production.
The first two-seat Jaguar trainer flew in September 1968 and the first single-seater in March 1969. Production GR.1 aircraft entered RAF service with 54 sqn in March 1974. The French Air Force phased the type into service earlier in June 1973. The GR.1 for the RAF was a single-seat all-weather strike and ground attack fighter equipped with NAVWASS (navigating and weapons aiming sub-system) enabling it to attack without using radars.
Based mostly in Germany, RAF Jaguars were used for rapid deployment and regional reinforcement, and others flew in the tactical nuclear strike role carrying the WE177 bomb. Upgraded GR.1A Jaguars flew successfully in the 1990 Gulf War, where 12 aircraft flew 612 combat sorties without loss. The final Jaguars were retired from RAF service in April 2007.
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Blackburn Buccaneer S.2C/D (A12012) Believed to be last one available to order.
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A mighty naval strike aircraft which can trace its origins back to Britain's response to a massive naval expansion programme by the Soviet Navy in the 1950s and the introduction of their Sverdlov Class Cruisers, the Blackburn Buccaneer was designed to have exceptional low altitude performance and the ability to effectively neutralise this new naval threat. Required to operate from the relatively confined space aboard one of Britain's aircraft carriers, this subsonic strike jet was the most capable aircraft of its kind in the world and a real triumph for Britain's aviation industry - it also happened to be the heaviest aircraft ever operated by the Royal Navy.
In order to allow its effective operation at sea, the Buccaneers design not only included the ability to fold its wings, but also the nose (radar housing) and rear speed brake could be folded back and split open respectively, allowing for more effective carrier stowage, whilst maintaining the aerodynamic integrity of the aircraft. Entering Royal Navy service in July 1962, there were no two seat trainer versions of the Buccaneer, so even though the pilot would have had the benefit of several flights as a back seat observer in the new aircraft, his first flight as pilot would therefore be his Buccaneer solo. Thankfully, the Blackburn designers included many hi-tech automated features in the Buccaneer's roomy cockpit, all of which were intended to reduce pilot workload.
There is something aviation enthusiasts find particularly fascinating about the operation of aircraft at sea and the intrepid aviators who flew aeroplanes from the heaving decks of aircraft carriers under steam, particularly when aviation entered the jet age. The unforgiving nature of these operations dictated that naval aircraft had to be extremely tough, in addition to being capable of carrying out the mission for which they were required, attributes the Blackburn Buccaneer possessed in abundance.
The introduction of the S.2 variant of the aircraft in late 1965 saw a major upgrade of the Buccaneer's capabilities, but centred around the adoption of a new powerplant, the famous Rolls Royce Spey turbofan. Possessing greater thrust and increased range, the Buccaneer S.2 was an even more capable naval strike aircraft and one which must have struck fear into the hearts of every Soviet naval commander. With its increased power, the S.2 was now able to land back on its home carrier with one engine shut down if required, but still having enough thrust to safely go around again, should the aircraft fail to catch the arrestor hook.
The Buccaneers of No.800 Naval Air Squadron were famously involved in the destruction of the stricken oil tanker Torrey Canyon, off Land's End in March 1967, as the government attempted to avert an environmental catastrophe by breaking open the vessel and burning its flammable cargo. Operating from RAF Brawdy, eight Buccaneers from No.800 NAS dropped 42,000 lbs of high explosive bombs on the tanker, achieving an impressive 75% success rate.
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Blackburn Buccaneer S.2B (A12014)
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Entering RAF service some seven years after it had with the Royal Navy, the Blackburn Company received an initial order for 26 new aircraft, with RAF machines having a number of differences from their seaborne counterparts and designated S.Mk.2B. For an aircraft the Royal Air Force didn’t really want, the Buccaneer proved to be an exceptionally capable machine and by the time they were scheduled for retirement, they were reluctant to let them go. Although they were forced to take a naval aircraft they had originally dismissed, it didn’t take long before the camouflaged Buccaneers of the RAF began to show why this was definitely not a second rate aircraft option.
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Dogfight Doubles - Supermarine Spitfire MkVb Messerschmitt Bf109E (A50160) With Paints & Glue Believed to be last one available to order.
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Scale: 1:48
Skill: 2
Flying Hours: 3
Number of Parts: 258
Dimensions (mm): Various
Between June 1940 and November 1942 the small but strategically important island of Malta, situated in the Mediterranean Sea, became the most heavily bombed place on earth when first Italian and then German bombers attempted to force the island to surrender.
Merchant shipping convoys were also attacked in an attempt to prevent the island being re-supplied with food and military equipment. Initially Malta’s only defending fighter aircraft were outdated Gloster Gladiators and then Hawker Hurricanes but at the height of the battle, cannon armed and tropicalized Spitfire Mk.Vbs were used to intercept the German Junkers Ju88 and Ju87 Stuka dive bombers which were escorted by Messerschmitt Bf109Es. It became a struggle that was in some ways similar to the Battle of Britain. Eventually at the end of 1942, the war in North Africa had been won by the Allies so Malta was no longer of such important to the Axis powers and the bombing stopped allowing the starving civil population to be re-supplied by sea.
Paint Scheme – Supermarine Spitfire Mk.Vb, No. 229 Squadron, Royal Air Force, Qrendi, Malta, December 1942 and Messerschmitt Bf109E-7, aircraft flown by Oberleutnant Joachim Muncheberg, 7./JG26 “Schlageter”, Gela, Sicily, Spring 1941.
Contents:
• 10 x Acrylic Paints
• 2 x Brushes
• 2 x Poly Cement
• Supermarine Spitfire Mk.Vb: L195 x W232 - Pieces 151
• Messerschmitt Bf109E-7: L183 x W205 - Pieces 107
Airfix Gift Sets are ideal for more advanced modellers and include glue, acrylic paints and brushes.