Maverick’s F-14 Tomcat from the 1986 movie is famed for two dramatic scenes; one when his buddy Goose is killed in a tragic accident, and the other at the end of the movie when the F-14 pilots prove their “Top Gun” worth.

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In this new movie Tom Cruise’s actual aircraft makes a star appearance. It’s allegedly his favourite aircraft, and this long-range single-seat fighter dating from World War II.

Produced under licensed. (Vehicle/Aeroplane Models) the distinctive logos, product markings, and trade dress are all trademarks of The Boeing Company.TM & © 2020 Paramount Pictures. All Rights Reserved

In the months which preceded the start of the Second World War, the Imperial Japanese Navy were arguably the best equipped force of their kind in the world, especially when it came to the carrier-borne aircraft they could call upon. In addition to the exceptional Mitsubishi Zero fighter, the Japanese Navy also possessed the Aichi D3A1 ‘Val’ dive bomber, an extremely rugged aircraft which was ideally suited to the rigors of flight operations at sea and one which was agile enough to defend itself once it had delivered its deadly payload. With the capabilities of its aircraft coming as an unwelcome surprise to Allied military planners in the wake of the Pearl Harbor attack, the well trained crews of ‘Val’ dive bomber units would take a heavy toll of Allied warships over the coming months, posting incredible bombing accuracy statistics which were approaching 90 percent hit rates.

With around 129 Aichi D4A1‘Val’s’ taking part in the two Pearl Harbor strike raids, many of the aircraft were sent to target the several American airfields on the Island of Oahu, using precision strikes to ensure as many US aircraft were destroyed before they could take to the air, thus minimising potential losses to the aircraft assigned to attack ‘Battleship Row’. Unfortunately for Val crews, their period of dominance in the Pacific would only last a few short months, as increasingly accurate anti-aircraft fire and more capable Allied fighters soon relegated this once feared bomber to secondary duties and kamikaze missions.

For many people, the Supermarine Spitfire is regarded the most famous fighting aeroplane ever to take to the skies, even though some may question how something so beautiful could be conceived as a weapon of war. A much more complicated aeroplane than the Hawker Hurricane which preceded it into RAF service, the Spitfire represented the pinnacle of aviation design when the first examples were delivered to No.19 Squadron at Duxford in the summer of 1938 and as the clouds of war were already gathering, the RAF were going to need as many of these magnificent aeroplanes as they could get.

The Spitfire’s ‘Finest Hour’ came during the savage dogfights of the Battle of Britain, where the enduring reputation of this iconic fighter was secured in a four month struggle for aerial supremacy in the skies above Southern England. Fighting alongside the more numerous Hawker Hurricanes, Fighter Command thwarted the Luftwaffe in their attempt to clear the skies of British fighters and with it, effectively removed the immediate threat of German invasion. Following the end of the Battle of Britain and a period of rest and replenishment, the RAF were ready to go on the offensive, with raids across the Channel selecting targets of opportunity and attempting to lure the Luftwaffe into combat.

The Spitfire has the distinction of being the only Allied fighter to be in continuous production throughout the Second World War and was constantly upgraded to keep it at the forefront or wartime fighter technology. Unfortunately for the RAF, the Spitfire’s main adversary, the Messerschmitt Bf109, was also continually upgraded and improved and it was not long before British fighter sweeps into Northern France brought them into contact with the latest variant of this capable fighter, the Bf 109F. Sleek and extremely powerful, the Bf 109 ‘Friedrich’ was more than a match for the Spitfire’s currently in service and whilst a major development upgrade was already planned, an immediate solution was required.

Described as arguably the most effective ‘stop-gap’ aircraft the RAF ever introduced, the Spitfire Mk.V combined the additional power of the Rolls Royce Merlin 45 engine with the original Mk.I/II airframe (plus a number of design improvements already developed for the proposed future Mk.III) and proved to be more than a match for the latest Luftwaffe fighter. With the increased production capacity offered by the new Castle Bromwich shadow factory, Spitfire Mk.V fighters were produced at a spectacular rate, with this interim variant going on to be the most produced version of the Spitfire, with almost 6,500 aircraft manufactured. Seeing service in every theatre the Allies contested the war, Spitfire Mk.Vs fought in the home defence role, above the deserts of North Africa and the jungles of the Far East.

The introduction of the Spitfire’s ‘C’ or ‘Universal Wing’ was something of an engineering triumph and not only provided the fighter with a wing capable of supporting several different weapons configurations, but also cut down on labour and manufacturing time. The new wing strengthened the undercarriage, angling the main gear slightly further forward, making the notoriously challenging ground handling of the Spitfire a little more manageable for pilots.

In order to preserve engine life whilst operating the Spitfire in hot and dusty airfield environments, the fitting of a Vokes Air Filter under the front cowling of the aircraft may have done little for the aesthetic appeal of the Spitfire and even inducing unwanted drag which reduced the top speed of the aircraft by around 20 mph. It did, however, clearly illustrate that from an eventual production run of more than 20,000 Spitfires, many would go on to operate in environments from which the aircraft was never originally intended, further enhancing the enduring legacy of this magnificent aeroplane.

An aircraft which has to be considered one of the finest aeroplanes of the Second World War, the Hawker Tempest V could trace its design lineage back to the Hurricane fighters which proved so decisive during the Battle of Britain only two years earlier, but would represent the absolute zenith of piston engined fighter design. Indeed, when accomplished designer Sydney Camm was looking to produce his ‘Super Hurricane’ replacement for the aviation saviour of the Battle of Britain, the aircraft he surely had in mind was the Tempest V. As it was, the Tempest is often confused with its predecessor in Royal Air Force service, the Typhoon, even though the two are very different aeroplanes.

The original fighter replacement for the Hawker Hurricane was the Typhoon, an aircraft which attempted to combine the most powerful piston engine available at the time with a small, yet strong and heavily armed airframe. Although intended as an interceptor fighter, it became apparent during development that the new aircraft would not be able to fulfil this role, as the thickness of the wing was not conducive to high performance at high altitude. In fact, the Typhoon would endure quite a troubled development and service introduction, to the point where cancellation of the programme was seriously considered at one time. Nevertheless, the Typhoon would eventually go on to find its aviation niche as a hard-hitting ground attack aircraft and one which would come into its own during the time of the Allied invasion of Normandy. Aware that their Typhoon had great potential but was in need of improvement, the Hawker design team started work on a new fighter project, one which incorporated many of the same philosophies as Typhoon, but also, several significant modifications. Indeed, the new aircraft was initially referred to as the Typhoon Mark II, but this was changed to Tempest as the prototype aircraft’s first flight approached. Although this was still a big aeroplane for a single engined fighter, its airframe was light and it would be powered by the massively powerful 24 cylinder Napier Sabre engine, a powerplant which would give the new fighter spectacular performance.

Making its first flight on 2nd September 1942, the new Hawker Tempest featured a newly designed laminar flow wing, which was much thinner than the wing used on its predecessor and allowed the new fighter to slip through the air at incredible speed. At first glance, the Typhoon and Tempest do share many similarities, however, if you know where to look, it is not difficult to tell them apart. Without doubt, the wing is the most obvious distinguishing feature, as not only is this thinner than the one used on the Typhoon, it is also a completely different shape. With a straighter leading edge and more elliptical trailing edge, the Tempest’s wing was designed for speed, even though it could still be used effectively in a ground attack role. Other Tempest design differences include a slightly longer nose and a tail section which appears to be much larger, with a more generous vertical stabiliser which features a pronounced dorsal fillet. During the prototype aircraft’s maiden flight, it posted an impressive top speed of 477 mph in level flight, impressing both the design team and the watching Air Ministry.

The Hawker Tempest V entered Royal Air Force service in early 1944, with the first two squadrons to receive the type having both previously operated the Typhoon. It was thought that managing the incredible power generated by the Tempest’s engine could pose problems for pilots converting from smaller aircraft types and that former Typhoon units would be best placed to negotiate its squadron introduction. In advance of the D-day landings, Tempests were being used in a similar ground attack role to the one being flown so effectively by Typhoon squadrons, however, should it be required to make the shift to air combat operations mid-mission, the Tempest was much more suited to this task. Possessing significantly greater range than the Typhoon, Tempests could loiter in the combat zone for longer periods, allowing offensive strikes deeper into occupied Europe, or allowing pilots to wait patiently for the Luftwaffe to come up and fight, where they could show them what their new fighter could really do.

As the fastest Allied fighter at low and medium altitudes, Tempest squadrons were held back for home defence duties in the weeks which followed the successful D-day landings, due to the onslaught of a sinister new weapon, the V-1 ‘Doodlebug’ pulse jet flying bomb. The Tempest proved to be an excellent V-1 killer, using the speed of the fighter, effectiveness of its guns and bravery of its pilots to destroy large numbers of these terrifying weapons before they could wreak their havoc on British towns and cities. Britain’s most effective force against these indiscriminate weapons, hundreds of Doodlebugs were shot down by the RAF’s Hawker Tempest V squadrons, with Squadron Leader Joseph Berry proving to be the most proficient at this work, with no fewer than 61 V-1 ‘kills’ to his name. With the V-1 threat diminishing, the RAF’s Tempest V squadrons were free to embark on aggressive seek and destroy missions into occupied Europe, using the speed, range and firepower of their latest fighter to great effect. Looking for potential V-1 launch sites and increasingly, the new German jet fighters which had started operating against the Allied air forces, the Tempest began to show that it was undoubtedly one of the most capable fighting aeroplanes in the world. Indeed, it has been reported that the aggressively flown Tempest was the Allied aircraft Messerschmitt Me262 jet pilots most feared during those early days of jet powered operations, particularly if they were caught during the landing and taking off phases of flight, when their jets were much more vulnerable.

There is no doubt that the Hawker Tempest V was a real brute of an aeroplane, fast, heavily armed and possessing performance which could better any fighter the Luftwaffe had in service, perhaps with the exception of the Me262 at full speed. Pilots who had experience flying both the Tempest V and its predecessor, the Typhoon, describe the difference as being like night and day - they actually said that it was like comparing a cart horse with a race horse. Although this seems a little harsh, as they flew the aircraft in combat, we should certainly bow to their judgement. Although appearing relatively late in WWII, the Tempest V still takes its place as one of the most effective piston engined fighters of the Second World War and was perhaps the ‘Super Hurricane’ designer Sydney Camm had always envisaged developing.

Building on the incredible success of the RAF’s British Aerospace Hawk trainer, the 100 series was a significant development of the original design, which resulted in a much more aggressive looking aeroplane. With a lengthened nose and permanent wing-tip mountings for air to air missiles, the Hawk 100 series would provide several nations with an extremely cost effective, agile and capable multi-role aircraft option.

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The rugged and effective Junkers Ju87B Stuka was designed specifically to be a highly effective airborne artillery piece, capable of supporting fast moving ground units by destroying strategic targets that stood in their way.  Well built and extremely rugged in operation, these dive bombers became some of the most recognisable aircraft of the Second World War.

One of the most instantly recognisable aircraft from the Second World War, the Junkers Ju-87 Stuka was an inverted gull-winged dive-bomber and ground attack aircraft, which first flew in 1935.  With a two man crew, up to four machine guns and the ability to carry 1800kg of bombs, the Stuka was rather a large aeroplane to be powered by a single V-12 Junkers Jumo engine and indeed the Stuka actually weighed over four tonnes.  As a result of this, the aircraft was rather slow and suffered from poor manoeuvrability and very much relied on either close fighter support, or almost complete air superiority for its effective use.  When it was operated in favourable conditions, it was a devastatingly effective weapon, being both accurate and extremely reliable.  During the first few months of WWII, the Stuka was unparalleled as a strategic strike weapon and was the spearhead of Blitzkrieg – the Battle of Britain proved to be something of a rude awakening for the all-conquering Stuka crews of the Luftwaffe.

The end of the Second World War saw the victorious Allied nations desperately attempting to secure details of German jet technology and high speed research data, information which could be applied to their own jet projects. Using this information and engine technology obtained from Britain, the Soviet Union introduced the diminutive Mikoyan-Gurevich MiG-15 in 1949 one of the most capable of the early jet fighters and even as this aircraft was proving effective during the Korean War, the Soviets were already working on its successor. The larger and faster Mig-17 Fresco may have given the appearance of being nothing more than a larger incarnation of its predecessor, however, this was in fact a completely redesigned aircraft, incorporating many improvements over the MiG-15 and a significant upgrade in Soviet jet capability.

The MiG-17 was designed to perform the role of bomber killer and was never intended as a dogfighter, however its exceptional agility would allow this aircraft to score combat victories over much heavier and more modern American designs. Dismissing the aircraft as nothing more than an upgraded MiG-15, the Vietnam War proved to be something of a sobering experience for the US Air Force, as some of their most modern aircraft would fall victim to the guns of the MiG-17, even though this had itself been superseded by more modern designs. Lighter and much more manoeuvrable than the US aircraft, the subsonic MiG-17 would claim victories over such aircraft as the F-105 Thunderchief and McDonnell Douglas Phantom, which would result in the US developing new agile air superiority fighters, in the years immediately following the end of the conflict.

Possessing both excellent performance and being easy to maintain, the rugged MiG-17 was produced in large numbers and became the standard Warsaw Pact fighter from the mid 1950s and for the next decade, with aircraft produced under licence in both China and Poland. An extremely cost effective aircraft, it was an attractive fighter option for many of the world’s smaller air forces and more than thirty overseas nations would eventually operate the type. Perversely, for a nation against which the MiG-17 was designed to combat, America would become home to significant numbers of these aircraft, most coming into the hands of private collectors, but a small number used in dissimilar aircraft trials and to perfect combat techniques against smaller, more agile jet fighters. Two beautifully restored examples have also been popular display performers on the US Airshow circuit over the years.

As one of the most successful post war Soviet jet fighter designs, the MiG 17 was coveted by other Warsaw Pact nations, who were keen to upgrade their own airspace defensive capabilities. Poland was granted a licence to build the aircraft in 1955 and over the next five years, around 477 aircraft were built for both Polish Air Force use and export sales.

The Polish built MiG-17s were known as the Lim-5, which loosely translates as ‘Licence built aircraft No.5’. In the hands of a skilled pilot, these aircraft could still be a tricky adversary for their Western counterparts.

The second in a successful trio of twin engined aircraft designed by the Bristol Aeroplane Company during the 1930s, the Beaufort is significant as the only monoplane produced for the Royal Air Force designed from the outset as a torpedo bomber and reconnaissance platform. Developed from the Blenheim light bomber, the Beaufort was ordered ‘off the drawing board’ by the Air Ministry, a move which showed great faith in the Bristol Company, whilst at the same time illustrating the RAF’s urgent need for an effective torpedo bomber.

Although initially intended as an evolutionary adaptation of the existing Blenheim bomber, it quickly became apparent that the new aircraft would look significantly different from its predecessor, with a much deeper front fuselage section housing a crew of four and the ability to carry a torpedo in a semi-recessed configuration. These modifications resulted in a gross weight increase of around 25% over that of the Blenheim and would require the installation of more powerful engines, if the new aircraft was not to suffer a significant performance reduction – indeed, the new engines for the aircraft, combined with the existing production commitments for the Blenheim would cause lengthy delays during the Beaufort’s development. With the initial contract placed in August 1936, despite the pressing need for the new aircraft, it would be more than two years before the prototype Beaufort took to the air. Entering Royal Air Force service with No.22 Squadron Coastal Command in January 1940, the Beaufort proved to be a rugged and highly manoeuvrable aircraft, although the engines continued to be something of a problem.

Initially employed laying mines in enemy waters, Beauforts would later mount attacks against the German battleships Scharnhorst and Gneisenau and the heavy cruiser Prinz Eugen, however, in the European theatre, the aircraft would operate in the main as a medium bomber. In the Mediterranean, Beauforts operating from Egypt and Malta would take a terrible toll of Axis shipping and during a concerted onslaught from the middle of 1942, would make a significant contribution in denying Rommel’s Afrika Korps the vital supplies they needed to continue fighting the desert war. Due to the weight of the aircraft, a steep diving approach was not suitable for the Beaufort and a torpedo attack run needed to commence at a relatively low, flat attitude and quite some way from the target, if the torpedo release was to be successful and not hit the water ineffectively at a steep angle. This made the aircraft vulnerable to accurate defensive fire, however, Beaufort pilots were brave and aggressive in their flying, using the excellent manoeuvrability of the aircraft to make the enemy gunners job much more difficult. Further afield,

Beauforts of the Royal Australian Air Force would also prove extremely effective in the South-West Pacific, taking a heavy toll of Japanese shipping and posting an impressive operational record in the process. Also employed in bombing, reconnaissance, convoy protection and troop resupply duties, the 700 Beauforts produced in Australia were regarded as some of the most reliable Allied aircraft to operate in these often demanding environments and were well-liked by both air and ground crews. Eventually equipping 19 RAAF Squadrons, the Beaufort was described as being perhaps the most important Allied aircraft in defeating Japanese forces in the South West Pacific region, which is some accolade for an aircraft whose contribution has largely been overlooked in the years since the end of WWII.

Without question, the de Havilland Mosquito qualifies as one of the finest fighting aeroplanes of the Second World War and one which could claim to be the envy of every other air force, particularly the Luftwaffe, who tried, but never quite managed to produce an equivalent aircraft. A true multi-role aircraft, the Mosquito’s famous nickname ‘The Wooden Wonder’ referenced the fact that this hugely successful British aircraft was constructed using ‘non-strategic’ materials and employed a clever system of balsa and birch plywood lamination, which gave the aircraft great strength. Although they relied on the performance and survivability of their Mosquitos, men in these units would often take its nickname a stage further and affectionately refer to their aircraft as ‘Flying Furniture’.

Developed and tested largely as a private venture and without interference from the Air Ministry, once they saw what de Havilland had managed to produce, the Ministry were suitably impressed and immediately placed an order for 150 aircraft, with the Mosquito quickly attracting a ‘priority status’ production requirement. The Mosquito was one of the fastest aircraft in the world at that time and one which would prove to be something of an aviation phenomenon - although initially intended as a high speed bomber, Mosquitos would also operate as day and night fighters, pathfinders, night intruders, maritime strike and reconnaissance aircraft. Once the first production aircraft started reaching RAF squadrons towards the end of 1941, the de Havilland Mosquito quickly showed itself to be one of the most valuable assets available to the Royal Air Force, a real war winner and one which would serve with distinction for the remainder of the conflict. Originally conceived as a high speed bomber for the RAF, the final major bomber variant of the de Havilland Mosquito was the B.XVI, with deliveries to front line squadrons starting from 1944. This was a development of the earlier B.IX variant and one which had been optimised for high altitude operation, incorporating a new pressurised cabin.

Another unarmed version of the Mosquito, the B.XVI could carry a 3,000lb bomb load, however, all but the first 12 aircraft from a total production run of 402 machines incorporated modifications to allow a 4,000lb ‘Cookie’ or blockbuster bomb to be carried internally, a weapon which possessed devastating destructive capability. Combining the power of these fearsome weapons with the legendary speed and bombing accuracy associated with Mosquito operations allowed Bomber Command to keep the pressure on the enemy throughout the latter stages of WWII. Interestingly, these huge bombs were exactly four times the weight of the original bomb load this exceptional aircraft was designed to carry, which is testament to the strength of the Mosquito’s construction techniques. Optimised for high altitude operations, this final major bomber variant of the Mosquito could be powered by several different ‘seventy series’ versions of the Rolls Royce Merlin engine, in addition to incorporating a modified wing, which could now accept either a 50 or 100 gallon paper drop-tank on either side and up to four externally mounted 500lb bombs, further enhancing the strategic capabilities of this superb aircraft.

By the end of its ten year production run, which began in 1940, almost 8,000 of these highly effective warplanes had been constructed. For an aircraft which earned such an impressive wartime reputation , it is sobering to think that the Mosquito may have been stopped in its tracks, as Air Ministry officials were initially concerned that work on this new aircraft project might disrupt production of the Tiger Moth training biplane, something they could not allow to happen. Thankfully, designers at de Havilland knew they were on to a winner and were determined to see their magnificent new aircraft fly.

• Scheme 1: 10./NJG 11, W.Nr 111980, Red 12 + RAF Version
• Scheme 2: Avia CS-92 Czech AF

As the first operational jet fighter in the world, initial Messerschmitt Me262s combat operations were flown by single seat aircraft, piloted by some of the Luftwaffe’s most experienced airmen. A two seat trainer version soon followed, which allowed new pilots to acquaint themselves with this advanced technology, without their conversion from piston power being their first solo jet flight.