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Hawker Fury Biplane (04103) Believed to be last one available to order.
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DE Havilland DH82a Tiger Moth (A04104)
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Even though the classic de Havilland Tiger Moth has to be considered one of the most important aircraft in the history of British aviation, it rarely receives the popular respect it deserves and is usually in the shadow of more glamourous types, such as the Supermarine Spitfire and de Havilland’s own Mosquito. Despite this, without the availability of thousands of Tiger Moths to train a constant stream of pilots for military and civilian service, Britain and her Commonwealth would have been in real trouble during WWII and most pilots who would go on to fly the numerous Allied aircraft types of the Second World War would have ‘learnt their trade’ on this classic training aircraft.
Coming from a successful line of biplane designs, the DH.82 Tiger Moth made its first flight in October 1931 and was the result of the Company’s founder wanting to produce an aircraft superior to its predecessors, whilst possessing enough appeal to attract interest from several different aviation sectors. Its success resulted in an immediate order from the RAF, who viewed the aircraft as an ideal primary trainer for pilots beginning on their flying careers and destined to fly their latest front line aircraft. Their modest original order was followed up by several subsequent orders and as the world descended into conflict in 1939, the Royal Air Force would have around 500 Tiger Moths on strength. Many more examples were owned by flying clubs all over the country and many of these would also being pressed into military service, due to the need to train as many new pilots as possible. With its growing reputation, the aircraft also secured many overseas orders, ensuring that the de Havilland production lines were fully committed in supplying this superb aircraft.
From the perspective of the student pilot, the Tiger Moth was a relatively stable and forgiving aircraft to fly, with few handling vices and generally supportive of the odd silly mistake. It has been described as an ‘easy aeroplane to fly but a difficult one to fly well’, which seemed to have made this the ideal aircraft to serve as a primary/basic trainer for large numbers of future pilots destined for the war effort. As Britain prepared for invasion during the early summer of 1940, there were plans for the gentle natured Tiger Moth to show a much more aggressive side and support the Spitfire and Hurricane pilots they had previously trained. ‘Operation Banquet’ called for the use of every available aircraft in the defence of Britain’s coastline, attacking any potential invasion force by all means at their disposal. This would see even the most unlikely of aircraft equipped with bomb racks and given a new offensive capability. Should a German invasion have been attempted, there would have been the very real possibility of swarms of bomb laden Tiger Moths raining fury on the enemy troops below, as Britain used every means in her power to ensure the failure of such a cross channel incursion. Thankfully, due in no small part to the qualities of this effective pilot maker and the resolve of the Royal Air Force, German invasion plans were indefinitely postponed following the Luftwaffe’s inability to score a decisive victory during the Battle of Britain.
With many Tiger Moths remaining in airworthy condition, it is interesting to consider that this famous basic training aircraft is still doing the same job today as it did during its service introduction in the 1930s. The magnificent Tiger Moth allows potential Warbird pilots the opportunity to gain valuable experience flying a ‘taildragger’ aircraft, before eventually moving on to display the Spitfires and Mustangs which thrill the crowds at Airshows all over the world.
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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 (A04105)
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With the de Havilland designed Tiger Moth biplane proving to be such an important pilot training aircraft during the Second World War, it is no wonder that the same company would have a say in producing its replacement, when both the RCAF and Royal Air Force were looking to upgrade their primary pilot training capabilities. In order to keep pace with wartime aircraft production and to allow increasing numbers of Canadian airmen to be trained, de Havilland established an overseas subsidiary in Canada, the de Havilland Aircraft Company of Canada.
Following the end of WWII, the company began design work on a new aircraft, one intended as a replacement for the ageing Tiger Moths still in RCAF service. A tandem two seat monoplane, the new trainer incorporated many advances over its predecessor, but shared many of its design philosophies, in that it was intended to be both simple to maintain and relatively forgiving to fly - these aircraft needed to be in the air, earning their keep. Having the distinction of being the first aircraft type designed and built by de Havilland Canada, the first Chipmunk took to the skies in May 1946 and almost immediately gained interest from the military. By April 1948, the Royal Canadian Air Force had taken delivery of their first Chipmunk, but they were not the only ones admiring the qualities of this extremely capable aeroplane. The vast majority of the 1,283 de Havilland Chipmunks built would be manufactured under licence in the UK, in factories at Hatfield and Chester, with around 735 of these going on to see service with the Royal Air Force, again as the direct replacement for the venerable old Tiger Moth.
In RAF service, the British built machines were known as the de Havilland Chipmunk Mk.10 and they would go on to provide basic flight training support many thousands of future military aviators, in addition to providing air experience opportunities for many more as part of the University Air Squadron organisation. Despite being a Canadian design, the Chipmunk has become one of the most recognisable Royal Air Force aircraft of the post war era and has enjoyed a military career which began in the early 1950s and continues to this day. The Battle of Britain Memorial Flight still operate two Chipmunks regularly, providing currency training for aircrew assigned to fly the unit’s historic ‘taildraggers’ and also to allow crews to reconnoitre new display venues in advance of their show appearance. In other situations, the aircraft can be used to deliver replacement aircrew or spare parts, whilst the Flight’s Spitfires and Hurricanes are out on display duties during the Airshow season. These two Chipmunks have ensured that the aircraft must now be regarded as one of the longest serving types in Royal Air Force History. With such an impressive military pedigree as this, it is also interesting to note that the Chipmunk has gone on to become one of the most popular aircraft types on the civilian aviation scheme and it is estimated that well over 300 aircraft are still in airworthy condition worldwide.
Sometimes unfairly described as ‘The poor man’s Spitfire’, the Chipmunk surely now has to be regarded as a historic aircraft in its own right and one which continues to underline the effectiveness of its design. With aircraft formerly serving with the RAF, Army Air Corps, Royal Navy and the mount of several RAF display teams, there is no shortage of attractive schemes available for you to present your Chipmunk in if you are lucky enough to own one, not to mention the fact that the aircraft would also be operated by several overseas air forces all over the world. As a training aeroplane, it is obvious that more people would have experience with the de Havilland Chipmunk as opposed to the more glamourous front line aircraft types which are so popular with enthusiasts, however, the opportunity to still fly in one of these historic aeroplanes ensures that it continues to be held in great affection by owners and enthusiasts alike. Importantly, the Chipmunk is still fulfilling the role for which it was originally designed when making its first flight 74 years ago, providing basic flying training and allowing people to experience the thrill of flying for the first time.
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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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Messerschmitt Bf109E-3/E-4 (A05120B)
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Scheme 1: Franz Von Werra 1940
Scheme 2: G9 + JM III./NJG 1
Scheme 3: Yugoslavian Air Force L-33
As the battle hardened Bf109 fighter pilots of the Luftwaffe began operations against Britain following the Dunkirk evacuation, they would be at a disadvantage for the first time. With only enough fuel for limited time over England, any mechanical issue or damage during combat would result in their capture at best, but certainly an end to their war.
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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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Supermarine Spitfire Mk.Vb (A05125A)
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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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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)
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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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Hawker Hurricane Mk.I Tropical (A05129)
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The rugged and reliable Hawker Hurricane was arguably the most important fighter aircraft available to the Royal Air Force at the beginning of WWII. Easier to produce and more forgiving to fly than the more glamorous Spitfire, the Hurricane was available in much greater numbers than any other fighter at the time of the Battle of Britain and proved decisive in securing eventual victory for the pilots of the RAF.
Early RAF operations in the Mediterranean and North Africa saw small numbers of Hurricane Mk.I fighters pitted against vastly superior numbers of Regia Aeronautica aircraft. They proved to be more than a match for anything the Italian Air Force could hurl at them, but the arrival of battle hardened Luftwaffe fighters in 1941 saw a change in fortunes. Many of the Hurricanes were ‘Tropicalised’ and arrived in theatre with the chin mounted Vokes carburettor dust filter, which significantly altered the profile of the Hawker fighter.
Scale
1:48
Skill
2
Flying Hours
2
Number of Parts
127
Dimensions (mm)
L200 x W255
Age Suitability
8+
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Curtiss P-40B Warhawk (A05130A)
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North American P-51D Mustang (A05131A)
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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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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)
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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)
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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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North American P-51D Mustang (A05138)
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A thoroughbred fighting aeroplane, the P-51D Mustang was produced in greater numbers than any other variant and introduced a number of improvements over earlier models. With a new wing design, teardrop canopy and lower rear fuselage, the P-51D was the mount of many USAAF aces and became the primary US fighter in the European Theatre, following its introduction in mid 1944.
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Supermarine Spitfire MkX.IV Civilian Schemes (A05139)
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Possessing grace, beautifully clean lines and lots of power, several Spitfires would survive the war to become highly distinctive aircraft on the civilian aviation scene either operating as Airshow display aircraft, or competing in air race competitions around the world. The aggressive profile of the Spitfire XIV made for a particularly striking air racer and helped to reaffirm the enduring legacy of this famous aeroplane.
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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 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 T.3 (A06107)
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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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Canadair Sabre F.4 (A08109)
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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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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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Hawker Hunter F6 (A09185)
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Schemes:
1) XF418 4FTS Brawdy
2) XF509 4FTS
3) Dutch AF
As far as classic British jet aircraft are concerned, few would argue that the beautiful Hawker Hunter should be placed at the head of this group, entering RAF service in 1954 and still providing training support almost 40 years later. The definitive interceptor version of the Hunter was the Mk.6 and by the end of 1958, all of the RAFs day fighter squadrons in Britain and Germany were equipped with these aircraft
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Bristol Blenheim Mk.IF (A09186) Believed to be last one available to order.
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Arguably one of the most significant aircraft of the inter war years, the Bristol Blenheim can trace its lineage back to a privately funded venture and a determination to place Britain at the head of the aviation world. Frustrated by a succession of aviation records achieved by overseas manufacturers, Lord Rothermere, owner of the Daily Mail Newspaper and keen observer of the aviation scene, invited Britain’s leading aircraft manufacturers to do something about the situation. Resolved to capture the civilian aircraft world speed record for Britain, he offered to fund the development of an aircraft capable of achieving this feat, which eventually resulted in the Bristol Type 142 taking to the air. This sleek, twin engined design was both beautiful to look at and extremely fast in the air, easily managing to capture a new world speed record for a civilian passenger aircraft. Setting a new mark of 307 mph, the new Bristol design gave Lord Rothermere what he had been desperately hoping for and he christened the spectacular new aircraft ‘Britain First’.
In widespread service with the Royal Air Force at the start of WWII, the Bristol Blenheim and its brave crews would be asked to shoulder a heavy burden in the months that followed, with a Blenheim mounting Britain’s first sortie of the war just 63 minutes after war was declared against Germany. Living up to the name ‘Britain First’ Lord Rothermere bestowed on his spectacular Bristol Type 142 civilian transport and inspiration for the Blenheim, these aircraft went into combat determined to show Britain’s defiance and determination to prevail in this second global conflict. Significantly, the pace of aviation development in the 1930s continued to increase and whilst the Blenheim was a ground-breaking aircraft design when it first entered RAF service, it was quickly outclassed by the latest breed of fast monoplane fighters. With relatively light defensive armament and weighed down with the equipment of war, gallant Blenheim crews would suffer terrible losses at the hands of the Luftwaffe, particularly during the early months of WWII.
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Supermarine Walrus MkI "Silver Wings" (A09187)
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Scheme 1: HMS Birmingham 4th Cruiser Squadron 1938-40
Scheme 2: 53.S.16, Flottille 53S, Aeronavale, Hourtin, 1945-48
Scheme 3: N20 Irish Air Corps 1939-40
The reputation of the Supermarine company was built on their ability to design and produce effective and reliable marine and amphibious aircraft for civilian and military use. The Walrus was a perfect example of their expertise and underlined the strength of the aircraft by performing a loop at the 1933 Hendon Air Pageant, to the astonishment of the massed ranks of spectators.
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Gloster Meteor FR.9 (A09188)
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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)
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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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Bristol Blenheim Mk.1 (A09190)
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When the first Bristol Blenheim Mk.I light bomber entered Royal Air Force service with No.114 Squadron at Wyton in March 1937, they not only replaced the squadron’s Hawker Hind biplane bombers, but also pointed to the future of a new, modern air force. Capable of speeds approaching 100 mph faster than its predecessor, the Blenheim was the most capable light/medium bomber in the world at that time and would be the benchmark for all future aircraft designs, including those it would soon be forced to meet in combat. During the early months of WWII, Blenheim crews would carry a heavy burden of strike operations against enemy targets, both from bases in the UK and in France as part of the Advanced Air Striking Force and British Expeditionary Force. Being relatively lightly armed and with constant equipment additions increasing the aircraft’s weight, the Blenheim was no match for the modern fighters of the Luftwaffe and despite the heroic actions of a great many Allied pilots, the RAF suffered significant losses during this period.
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Although not generally regarded as one of the most fashionable British aircraft to see service during the Second World War, the Avro Anson was nevertheless one of the most important aircraft not only of the inter-war years, but also during WWII itself and is deserving of more recognition than it usually receives. An aircraft which began its development in 1933 as a high speed, long range, modern mail carrying charter aircraft, the Avro 652 was still in development when the British Air Ministry issued a requirement for a twin engined, general reconnaissance and multi-role aircraft capable of performing a variety of roles for both the Royal Air force and the Royal Navy.
The Avro team felt that their new aircraft would be perfect for the role and later entered it in an official evaluation programme with the competitor de Havilland DH89M, the military version of their biplane Dragon Rapide. The Avro design was found to possess greater range and endurance and whilst not without a few areas which would require some design modifications, an initial order for 174 militarised aircraft was placed. The Avro 652 would be given the name Anson after an Eighteenth Century British Admiral of the fleet, a development which did not please everyone at the Air Ministry, but as the aircraft was intended to undertake maritime patrols, the name did seem rather appropriate.
Highlighting the importance of the Avro Anson as a British aircraft type, when it entered service with No.48 Squadron at RAF Manston in March 1936, it became the first monoplane type to achieve squadron service status, but was also the first RAF aircraft to feature a retractable undercarriage. At this time, the advanced Anson quickly began to attract attention from several other countries and in order to capitalise on this interest, some aircraft were diverted from existing RAF orders to fulfil these requirements, with full production forcing Avro to open new manufacturing facilities in the North West of England. 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 and whilst there were no reports of an Anson sinking a U-Boat, their presence would keep these feared hunters submerged.
During the Dunkirk evacuations, Ansons used to cover the operation came under attack by Messerschmitt Bf 109 fighters, which had real difficulty engaging the slow flying British aircraft. Consistently overshooting the Ansons, they came in the sights of the aircraft's forward firing gun and astonishingly, two of the Luftwaffe fighters were shot down and a third was badly damaged, with all the Ansons escaping from the engagement unscathed. Despite the fact that the RAF entered the Second World War with 26 squadrons equipped with Avro Ansons, they were basically obsolete as a fighting machine and particularly for the ones assigned to Bomber Command, they 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, including those destined to serve in the Avro Lancaster, the mighty bomber which was produced in some of the same factories previously used to produce Ansons.
With just under 11,000 Ansons eventually produced, the final RAF example was only withdrawn from service as a station communications aircraft in 1968.
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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)
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Westland Navy Lynx Mk.88A/HMA.8/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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Westland Sea King HAS.1/HAS.5/HU.5 (A11006)
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King of land, sea, and sky, we introduce the newly tooled 1:48 Westland Sea King HAS.1/HAS.5/HU.5, the most complete Sea King kit ever released with 348 pieces.
With its captivating narrative, this kit portrays the evolution of a single aircraft, from its inaugural flight to its current livery, rendering it truly one-of-a-kind.
The newly designed Westland Sea King boasts an intricately detailed exterior, featuring a fully riveted external skin and overlapping panels. Its interior is equally detailed, showcasing raised cockpit elements and instrument surfaces, and three distinct cabin configurations tailored to each scheme.
At the very forefront of world helicopter design and development in the post war era, the US Sikorsky Company were awarded an important contract to produce an all-weather amphibious helicopter for the United States Navy in 1957. Its primary mission profile would be that of an anti-submarine warfare aircraft, protecting the US fleet from possible attack, however, the aircraft would prove adaptable enough to take on a multitude of secondary roles, going on to become one of the truly great aircraft of the 20th Century.
The aircraft, which was given the designation SH-3 Sea King, was produced with an amphibious hull, giving it the capability to land on water, in addition to its more usual environment on the decks of numerous US Navy warships. Powered by a twin turboshaft engine arrangement, the Sea King was an impressive machine, capable of carrying significant loads of men, equipment, or general supplies, providing the US Navy with a truly revolutionary new aircraft.
On entering service in 1961, the Sea King was the most advanced aircraft of its type in the world and presented the US Navy with one of the most flexible aviation platforms at that time. In Britain, an existing licence agreement between Westland Helicopters and Sikorsky to build their helicopters in the UK was extended to include the SH-3 Sea King not long after the first flight of the prototype aircraft, because even at that early stage, the incredible potential of this new helicopter was clear, and Britain wanted its own Sea Kings.
Externally, Westland manufactured Sea King helicopters featured the same classic lines of the original US design, however internally, they were very different machines, with numerous modifications geared towards British military use. The Westland Sea King was selected by the Royal Navy to meet their requirement for an anti-submarine warfare helicopter, replacing the venerable Westland Wessex in this role, with an order for 60 aircraft being placed in the summer of 1966.
The first Westland built Sea King HAS.1 flew from their factory facility at Yeovil on 7th May 1969, with the first Royal Navy machines delivered to No.700 Naval Air Squadron (OEU) at RNAS Yeovilton later that same year. As the Sea King became established in Royal Naval service, it quickly showed itself to be both operationally capable and highly adaptable and was destined for a long and illustrious career not only with the Fleet Air Arm, but also with the Royal Air Force.
Excelling in every role it was assigned, it was perhaps its use as a Search & Rescue helicopter which made these some of the best loved aircraft in British military service and undoubtedly one of the most successful aircraft of the post war era.
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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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Gloster Javelin FAW.9/9R (A12007)
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Blackburn Buccaneer S.2C/D (A12012)
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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
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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.