Model Aircraft 2014-10

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WADDINGTON
SHOW REPORT
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Vol 13 Iss 10 October 2014 4.25
Printed in the UK
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Contents
16
Red Banner Fighter
28
The Lockheed Ventura in

Commonwealth Service Part 4
www.sampublications.com
Part Two Sabre Dancing

By Leonid Krylov and Yuriy
Tepsurkaev
Ventura Mk IIs in action over Italy part 1

By Tony OToole
41
Red Leader
42
Scaling down a Sea God
53
54
55
56
58
IPMS UK Column (Chris Ayre)
62
64
Events
66
And Finally
Pepelyaevs Korean War MiG

By Bill Bunting
The P-8A Poseidon in 1/144

By Mike Verier
Kit News
Accessories News
Decal News
Workbench
Pearl of the Sky
Shop & Web Guide
Cover Artwork by John Fox

www.design-phoenix.com
6 The Avro Anson in RAF 20 A Bit on the Side

Service
A Photo Essay
By Tony O`Toole
Vogts Ugly Baby the BV 141

By Ben Bailey
24 Airwars in
Focus
Flying with the Tigers

A look at the history of No.74 Squadron
By Andy Evans
30 Special Ventura
Modelling the Revell Ventura Mk II in 1575 (SD) Flight
Colours & Markings
By Tony OToole
04-05-Contents-MA-1014_MAM-08 12/09/2014 16:47 Page 5
Model Aircraft | October 2014
aving just worked through this month's material, I

have to take my hat off to the various contributors
whose work has made up this issue. It really is one
of the best Ive seen for ages.
Im also pleased with the new format, as it enables me to gauge the
content better and ensure that the core historical material is better
represented. In this issue it has been my very great pleasure to cram it in
so tightly that I can guarantee we have more
value per page than we ever have before if
youre looking for quality aviation and modelling
journalism, that is.
Historically we have part two of the fascinating eyewitness account from the Soviet side of the fence in Korea,
along with Tony OTooles in-depth research on the Ventura
Mk II a subject that gets covered in the modelling section
also. The Anson photo feature gave me no end of pleasure
too, as it is among my very favourite aircraft, ranking up
there with the Fw 58 and the Blackburn Skua.
Modelling and history cross over a few times this month, with the 1/72
MiG-15, 1/48 Ventura and some fascinating insights into a couple of overlooked Spitfire sub-types. Andy Brookes work is redolent of this magazine
in the heyday of Neil Robinson, and he has not only done the research, but
he has built the models too!
Right up to the minute is this months helping of modern stuff from
Mike Verier, with a walkaround of the new P-8A at RIAT, along with a
scratch conversion from a Revell kit in 1/144, and this is joined in the
Contemporary section by a photo report from
Waddington, just to make sure we have
something in for everybody.
So, a packed and essential issue this month.
Plenty of everything for everyone, and lots more
of the same to come!
Model Aircraft just got better again!
34 Enigma Variations
38 Take the TRAM
46 The Sea God Lands
Spitfire back seat drivers
Second Time Intruder
Close-up of Boeings P-8A Poseidon
By Andy Brook
By Garry F. Prettyman.
By Mike Verier
Gary Hatcher
Editor
Model Aircraft
50 Viva Espania and
Swedish Rhapsody
Again
Waddington International Air Show 2014
By Ray Ball
CONTENTS VOLUME 13 ISSUE 10
The Past, the Present and the

Shape of Things to Come
06-12-Avro-Anson-HIST-MA-1014_MAM-08 12/09/2014 16:08 Page 6
THE AVRO ANSON IN RAF SERVICE
Seen wearing its pre-war codes KQ-E during 1939, this Anson Mk I is serving with 502 (Ulster) Sqn of the Auxiliary Air Force based at RAF Aldergrove, Northern Ireland and used for coastal patrol
duties, note the red hand of Ulster situated within the star marking on the tail fin. It wears red and blue B Type roundels and although the codes should be Medium Sea Grey, they actually
appear white
Photo Essay
The Avro Anson in

RAF Service
By Tony O`Toole
(All Photos - Tony O`Toole Photo Collection)
Inception
he Avro Anson, or `Faithful Annie' as it was
often called, has a number of claims to fame,
being the first monoplane twin-engined
aircraft to enter RAF service, the first to have
a retractable undercarriage and it was one of the more
long-lived aircraft of its era, serving with the RAF for
over thirty years between 1936 and 1968. The original
design was adapted from a civilian passenger aircraft
known as the Avro 652 ordered by Imperial Airways,
and this was so successful that the Air Ministry

approached Avro during May 1934 to see if their chief
designer Roy Chadwick could adapt the Avro 652 to fill
a requirement they had for a coastal patrol type, which
would result in specification 18/35. Thus the Avro 652A
or Anson was born, and powered by a pair Armstrong
Siddeley Cheetah engines the first one flew on the
31st December 1935, and the first RAF unit to receive
the type was 48 Sqn which received its first examples
three months later.
Anson Mk Is were used operationally by Coastal Command
from 1939 well into 1941 and this trio of 48 Sqn aircraft are
seen flying over the Mersey estuary during 1940 while based
at RAF Hooton Park near Ellesmere Port, which was ideally
situated to protect the sea lanes approaching the vitally
important docks at Liverpool
Wartime
Another 502 (Ulster) Sqn AAF Anson Mk I, this time after the codes had changed following the commencement of hostilities. The
codes were changed to YG and YG-O here appears to be N5713, still serving at RAF Aldergrove during late 1939 or early 1940 as
the yellow outline has yet to be added to the red white and blue A Type roundel on the fuselage and no fin stripes are present.
The undersides appear to be silver and the upper surfaces are Dark Green and Dark Earth
When war broke out the Anson was in widespread service with
Coastal Command in the general reconnaissance (i.e. coastal
reconnaissance) role but it was already in the process of being
replaced by the more modern American Lockheed Hudson, which
was faster and had a longer range plus a larger bomb load.
Nevertheless the Anson still proved effective and over the English
Channel on 1st June 1940 an Anson from 500 Sqn Auxiliary Air Force
managed to down two Bf 109E fighters! By 1941 the Anson was
The Avro Anson Mk I was the most numerous

version of the aircraft. A total of 6,742 were
produced, 3,935 at Woodford and the rest at
Yeadon. It was powered by two Armstrong Siddeley
IX radial engines, it was usually armed with two
machine guns one fixed forward-firing Vickers gun
in the nose and one Lewis gun in a dorsal turret, but
at least one was unofficially fitted with a 20mm
cannon and in the trainer role the guns were often
omitted. The bomb load was a miniscule 360lb,
contained in cells under the wing centre section.
Mk II
This was the first Anson to be produced entirely in
Canada and it was powered by two Jacobs L-6MB
engines. Most of the fuselage was the same as in
the Mk I apart from the nose, which was made of
moulded plywood, and it was equipped with
hydraulically operated flaps and landing gear. The
first Mk II flew on 21st August 1941 and 1,832
were produced.
Mk V
Mk C.19
The Mk V was a development of the Canadian Mk

II and this time the entire fuselage was produced
from moulded wood. The square windows of the
earlier models were replaced by circular portholes
and the Mk V was powered by two 450hp Pratt &
Whitney R-985-AN-12B engines. The Mk V could
accommodate five trainees, compared to three in
the earlier models, and 1,050 Mk Vs were
produced.
As the end of the war came close the Brabazon

Committee was established to examine how to
convert the British aircraft industry to civil
production. The Anson C.19 was first developed
during 1945 to match the Brabazon Committees
Specification 19 for a small passenger aircraft and
it saw civil service as the Avro 19. Based on the Mk
XI, the C.19 could be distinguished by five oval
windows on each side of the fuselage and it had a
properly furnished interior suitable for VIP
passengers. Between 1945 and 1946 264 C.19s
were produced, twenty by converting Mk XIIs and
the rest as new production.
Mk X
The Mk X was a transport version of the Anson
based on the basic Mk I. It was built in Britain and
fitted with a reinforced cabin floor but it still
retained the manually operated hand cranked
landing gear.103 Mk Xs were produced at Yeadon.
Mk XI and Mk XII
The Mk III and Mk IV both appeared before the Mk II

and were produced for the British Commonwealth
Air Training Plan, with the fuselage built in Britain
and the wings in Canada, and the Mk III was
powered by Jacobs L-6MB engines.
The Anson Mk XI and XII were the first to feature

the later style of raised roof designed to increase
headroom inside and were also equipped with
hydraulically operated flaps and landing gear. The
Mk XI was powered by the 395hp Cheetah XIX
engine while the Mk XII used the 420hp Cheetah
XV. 91 Mk XIs and 254 Mk XIIs were produced,
beginning in 1944. Late production Mk XIIs were
given an all-metal wing under the designation Mk
XII Series 2.
Mk IV
Mk 18
The Mk IV again combined a British built fuselage

with Canadian wings and it was powered by two
Wright Whirlwind R-975-E3 engines. A total of 223
Mk IIIs and Mk IVs were built before production
moved to the all-Canadian built Mk II.
The Anson Mk 18 was a version of the C.19

ordered for the Royal Afghan Air Force and
equipped for police duty. Twenty-five Mk 18s were
built, twelve for Afghanistan and the rest for India.
Mk III
The Anson also served in an operational training role and at the start of the war this duty was
carried out by squadrons such as 185 Sqn, which was a Bomber Command Hampden training
unit based at RAF Cottesmore. Anson Mk I, N9832 of this unit bears the codes GL-G and is
taxiing out for a training sortie on the snow during the winter of 1939-40
Ansons were also used overseas and this early Mk I with the original sloping windscreen is
L9145, which was used by the C-in-C Middle East during 1940. It is seen here wearing a Dark
Green/ Dark Earth and black colour scheme in the desert at Summit landing ground alongside a
desert camouflaged Wellesley coded KU from 47 Sqn
T.20
The T.20 was a post-war development of the
Anson, built as a training aircraft for Southern
Rhodesia. Fifty-nine were built, starting in 1947.
T.21
The T.21 was a navigation trainer produced for
Flying Training Command. 252 were produced
between 1948 and 1952 and a T.21 was the last
Anson to be completed.
T.22
The final variant of the Anson was the T.22 radio
trainer. Fifty-four examples of this model were
built, starting in 1948.
Another role undertaken by the Anson Mk I was Air Sea Rescue, by searching for downed crews and
dropping emergency supplies to them. One of the units to fly the type was 278 Sqn, which also
operated the Lysander and later the Spitfire, Sea Otter and Warwick. In this photo Tiger Moth
R5059 of this unit, coded MY, can be seen alongside a pair of Ansons, one of which is EG540 coded G
This Anson is NK530 and represents the specialised transport variant of the Mk I that had a
strengthened floor and was designated the Mk X. It served with 1697 Flight, RAF Hendon
Station Flight, 2nd Tactical Air Force Comms Sqn, 575 Sqn and the Airborne Forces Experimental
Establishment, which moved to RAF Beaulieu in 1945 and this is most probably the location of
the photo. Although NK530 has the late-style smooth engine cowlings, which were common to
most mid-late war Ansons, it is strange in having a gun turret fitted and stranger still this turret
appears to be set higher than usual, much like those fitted to some Marylands. As the AFEE was
involved in trials of parachute and glider technology this ènlarged' turret may have been used
as a cupola for filming parachute drops until NK530 was finally struck off charge on 30.6.49
Production Versions
Mk I
Just to represent the worldwide training role undertaken by the Anson during WW2, especially as part of the Empire Air Training Plan, this photo depicts Anson Mk I, DG824/19 from 6 SFTS at
Mallala, Southern Australia in 1945. Australia was a pre-war customer for the Anson but this particular aircraft is a wartime EATP Anson finished in overall Trainer Yellow and it wears the blue
and white roundels and fin flashes adopted by the RAAF in the Pacific to prevent confusion with the red Japanese Hinomaru. The white fin and rudder tip is a flight marking
Anson C.19, VP524 coded `L' and wearing a silver and white scheme with a blue cheat line,
possibly during its last spell of service with the 18 Group Comms Flight during the early 1960s,
this group forming part of Coastal Command in the UK
Towards the end of WW2 an extensive redesign of the Anson

with a larger and taller cabin area was made, and one of the
first to see military service was Anson Mk XI, PH734 which is
seen in service on the continent here with 85 Group
Communications Squadron, which was again part of 2nd Tactical
Air Force. It wears the standard transport camouflage of Dark
Slate Grey and Extra Dark Sea Grey with Azure Blue undersides
Another Anson Mk XI, this is PH616, which now wears a post-war overall silver finish. It served
as transport for the British Air Attach in Panama and may have been converted to Anson C.19
status later but it was sold on 3.11.48 onto the Mexican Civil Register where it became XA-GOX
or XA-GOZ, according to conflicting sources
The redesign of the Anson was further refined with the appearance of the Anson C.XIX which later became known as the C.19
when an Arabic numbering system was adopted. This variant utilised smaller cabin windows instead of the larger square
windows of the earlier variants, and the overall silver aircraft seen here at Nicosia in Cyprus is VP534, a C.19 Series 2 aircraft
operated in the Middle East between 1947-49 by the Levant Communications Flight and later the RAF Nicosia Station Flight.
This rather plain looking Anson C.19 in its overall silver scheme is PH845, which is probably
seen here serving with its first unit, the 47 Group Communications Squadron
Seen visiting a night fighter station equipped with Meteor NF.14s, this Anson C.19 is VL354
which wears the early transport scheme of silver with a white cabin roof
Anson C.19 TX214 is preserved in Transport Command colours at the RAFM Cosford
This Anson C.19 Series 2 is VP519, which served with the Transport Command Development
Unit, Malta Comms Flt, 31 Sqn, the Metropolitan Comms Sqn, 11 Group Comms Flt and the
Fighter Command Comms Sqn until sold on 19.2.68
Seen here in the last days of WW2, this Anson Mk I, NK325 coded AQ belongs to 276 Sqn,
which was based in Belgium to provide Air Sea Rescue cover for the 2nd Tactical Air Force.
The unit was also equipped with Spitfires, Walrus and Sea Otters and on the 23rd August
1945 it transferred to Kjevik in Norway following the liberation of this country, but returned
to Dunsfold in the UK during November 1945 where it disbanded. Anson NK325 went on to
join the Royal Netherlands Air Force in November 1946 as D-18 and in the wartime photo it
wears the distinctive C1 Type upper wing roundel adopted by 2nd TAF during January 1945.
It was most likely finished in a Dark Earth and Dark Green finish with Sky undersides, the
codes are red and note that the blue of the left hand upper wing roundel is much lighter
than that on the right
Cockpit of an Anson C.19
Another Anson C.19, this is VM363 wearing the code K on its silver and white transport finish. It served with the
Communications Flights of 61 & 63 Groups, the Metropolitan Comms Sqn & 116 Sqn
being phased out of operational service but it was already proving

ideal as a twin-engined pilot and crew trainer and for light transport
duties, and this was the niche that it would fill for most of the war.
Before war broke out many embryo bomber units had also formed
on Ansons until more modern operational types became available,
and Operational Training Units also operated the type but when the
Empire Air Training Plan was devised the Anson became one of the
standard trainers to equip its training schools and over 3,000 were in
use, many of which were produced in Canada.
Serving at various pilot training, air gunnery, navigational air
bombing and wireless training schools throughout the
Commonwealth from the UK to Canada, South Africa, Rhodesia, New
Zealand and Australia the Anson went on to become the mount of
thousands of trainee pilots, navigators, air gunners and bomb
aimers, and it also served extensively in the communications role,
especially with the Air Transport Auxiliary, which used them as àir
taxis' for their ferry pilots. Some Ansons even flew in the Air Sea
Rescue role with several squadrons and after the D-Day landings
10
Wearing a silver and dayglo orange scheme, this is Anson C.19 TX213, which was built at Yeadon during 1946. It had a long career,
serving with the Communications Flights of Reserve Command, 2, 18, 22 and 61 Groups, 2nd Tactical Air Force plus 527 Sqn, the
Central Signals Establishment, the Officer Cadet Training Unit and finally the Western Comms Sqn before retiring in 1968
Although they were built as trainers, some Anson T.21s also

flew in the transport role and vice-versa but whatever scheme
they wore the trainers could usually be identified by their
astrodome on the roof. This Anson T.21 is VV881, which served
with the RAF West Malling Station Flight, although it did
originally serve in its designated role with Central Navigation
and Control School before being re-roled and repainted for
transport duties at West Malling where it served until 1960
A trainer version of the updated Anson also existed as the Anson T.21 and here is a colour view of VV964 wearing the initial trainer scheme of overall silver with yellow trainer bands on the wings
and rear fuselage. Like many Ansons this aircraft operated with a number of units such as 1 Bombing and Navigation School (1.BANS), Home Command Communications Sqn (HCCS), Flying
Training Command Communications Sqn (FTCCS), 16 Reserve Flying School and the RAF Marham Station Flight
Demonstrating the planform of the redesigned metal wings fitted to most of the large-cabin Ansons and seen shortly after it was built in 1952 with the training scheme of silver with yellow
trainer bands, this is Anson T.21, WJ561. It actually went on to fly in the transport role with the 22 Group Communications Sqn with which it served until it was withdrawn from use in 1960
11
Anson T.22, VV367 coded O-S of the RAF Technical College based at RAF Henlow, but it became an instructional airframe as 7232M during July 1955
Many Ansons served with Station Flights and this one is another T.21 trainer, WB451, which was operated by RAF Biggin Hill whose title appears within the blue cheat line. Built for the training
role, it served with the Central Navigation School which was later combined with the Control School to become the SNCS, and after service in the transport role at Biggin Hill it went on to join 13
Group Comms Flt before retiring in May 1960
Anson Mk I, NK941/603/C in service as a radar trainer (known as `classroom') for Firefly night
fighter observers and flown under contract by Air Service Training at Hamble during 1949,
having previously served with 783 NAS. It was finished in overall Trainer Yellow with pre-war
style roundels. It has the later smooth style engine cowlings and the pitot has been
repositioned to above the nose in order to fit the radar pod on a pylon under the nose
Another overall yellow naval Anson Mk I, this is NK836, which had served with 720 NAS at Ford
as FD8A & 602/FD before conversion into Classroom Type C status at Stretton as seen here in
1950. It passed around various storage units at Stretton, Anthorn & Culham until it was
eventually SoC during February 1955
Seen here again later in its career, still in radar trainer or `classroom' configuration but with the radar pod removed here, this is Anson Mk I, NK94 again, this time in a silver finish with yellow
trainer bands and wearing the code 604 of 750 NAS at St Merryn in 1952. It entered naval service with 799 NAS at Lee on Solent in 1946 as a radar trainer and went on to join 781 NAS, 783 NAS
and 51 MAG at Lee on Solent, then Air Service Training at Hamble, then after St Merryn it joined the Station Flight at Gosport until it was stripped for spares in 1955
12
Anson C.19, VL348, seen wearing trainer colours at the Newark Air Museum
Ansons were used to fly fresh bread into the beachhead, adorned
with black and white invasion stripes. Others flew with anti-aircraft
calibration units but another secretive but extremely vital role was
in radar countermeasures and wireless intelligence duties where
specially equipped Ansons were responsible for finding and bending
the German Knickebein and other radar beams which led Luftwaffe
bombers to their targets in the UK.
Post War
After World War Two the Anson remained in service with the RAF in
the trainer and light transport role but a comprehensive redesign
had taken place towards the end of the war under the auspices of
the Brabazon Committee, which had been established to help
convert the British aircraft industry for civil production. This led to
the Anson Mk XI and XII, which had a larger cabin area with a raised
roof line that was more passenger friendly, and by this time
hydraulically operated flaps and undercarriage were also fitted,
finally dispensing with the well known Anson feature of hand
cranking these features. Later production Mk XIIs were also fitted
with a redesigned all-metal wing under the designation Mk XII
Series 2, and the next variant was the Anson C.19, which had the
same sized cabin but now with five smaller windows on each side
and this was also produced as the civil Avro 19. Between 1945 and
1946 264 C.19s were produced, twenty by converting Mk XIIs and
the rest as new production aircraft. The Anson C.19 remained in use
as a light transport and communications aircraft with the RAF until
1968 and its last official mission was a flypast by aircraft of the
Southern Communications Squadron on 28 June 1968. MA
Finished in a later scheme of overall silver with yellow

trainer bands on the wings, this naval radar trainer with a
radar pod fitted under the nose is Anson Mk I, LT304/601,
possibly seen during its period of service on
communications duties with the Telecommunications
Flying Unit at Defford during 1954
This Anson Mk I is NK201/ 999 /SZ from the Belfast Station Flight in 1954-55 wearing an overall silver scheme and large Royal Navy titles applied to the fuselage. It had previously seen RAF
service with 2nd Tactical Air Force Comms Sqn and 119 Sqn but was then converted into a radar trainer for the Fleet Air Arm, serving with 778 & 720 NAS`s at Ford, 792 NAS at Culdrose and the
Telecommunications Flying Unit at Defford. During 1950 it was converted again to the communications role by Avro at Bracebridge Heath and went on to serve with the Gosport Stn Flt until
finishing its service in Northern Ireland in 1955
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16
RED BANNER FIGHTER PART 2
MiG-15, c/n 108023, of the 196th IAP, damaged in air combat. Antung Airfield, April 1951
Red Banner Fighter

Part 2 Sabre Dancing
Evgeniy G. Pepelyaev - the foremost Soviet ace of the Korean War
By Leonid Krylov and Yuriy Tepsurkaev, Colour views by Yuriy Tepsurkaev
n the following day pilots of the division

encountered the enemy for the first time.
The results of the first air engagement with
Sabres were not very favourable for pilots of
the 176th GvIAP. Shooting down one F-86, the
regiment lost three MiG-15s and one pilot to Sabre
attacks (Senior Lieutenant Nikitchenko was killed in
the air engagement). A flight of eight aircraft of the
196th IAP, headed by Captain B.V. Bokach, leader of
the 2nd Squadron, was more successful. Bokach's
Senior Lieutenant F.A. Shebanov (six victories in Korea). On 4

April 1951 he gained the second victory of the 196th IAP
over an F-86
MiGs, protecting a bridge across the Yalu River,

conducted an air engagement with a numerically
superior group of Sabres. The pilots acted in
compliance with the order, given by the regimental
commander: not to lose any aircraft in the first air
combats, while victories would be scored later, as the
pilots gained experience. Not only did pilots of the
196th Regiment fulfil their commander's order to the
letter, but also helped their colleagues from the 176th
GvIAP. Divisional commander I.N. Kozhedub wrote in
his combat report on 3 April: The squadron
encountered up to twenty enemy F-86 fighters at an
altitude of 3000m over the bridge, and rebuffed enemy
attacks by barrage fire from under our aircraft, which
had taken off before it, without engaging in an active
dog-fight. The squadron conducted the air engagement
in an orderly manner, and returned to its home base at
full strength It was definitely a success for the first
air combat - three months of intensive training paid
off. Pepelyaev had managed to train his pilots to a
level comparable to that of Sabre pilots.
The Commander of the 196th IAP did not participate in the first
combat sorties himself, as various issues pertaining to organising
combat operations of the regiment kept him on the ground. Only a
week later did he manage to carry out his first combat mission.
At 1007 hours Beijing time on 8 April the divisional commander
scrambled fourteen MiGs of the 196th Regiment. Lieutenant Colonel
Pepelyaev led a team of eight aircraft from the 3rd Squadron, while
Captain Antipov, the squadron leader of the 1st Squadron, headed
six aircraft from his squadron. At the same time the radars detected
an RB-45C reconnaissance aircraft flying at a distance of 130 km
from Antung at an altitude of 10,800 m towards the base airfield. It
was escorted by a flight of Sabre fighters. I.N. Kozhedub ordered
Camera-gun shot from the aircraft of Senior Lieutenant

Shebanov. 4 April 1951, target - F-86, distance - 250 m, aspect
angle - 0/4, two medium bursts from three cannons
Pepelyaev's team to intercept and destroy the reconnaissance
aircraft. E.G. Pepelyaev recalls:
My first combat sortie was interesting due to the behaviour of
the aircraft mechanic, rather than my own behaviour. When I drove to
the aircraft to take off, many pilots were already sitting in their
cockpits and starting the engines. The mechanic of my aircraft stood
pale, and instead of reporting that the aircraft was ready to take off
and helping me into the cockpit, he fearfully asked: Are you really
going to fly now?
I answered rather rudely something like: Stop wailing for me and
do what you have to: help me into the cockpit and start the engine!
The mechanic was very embarrassed and did everything clumsily.
Try to imagine the state of mind of a pilot in his first air
engagement, especially in the beginning, when closing in on the
enemy. From my experience, I can say that during the first combats
with F-86s I was afraid both for myself and my brothers-in-arms. I
was constrained and overly tense and took unreasonable decisions
17
when carrying out one manoeuvre or other. I do not think that I was
the only one to have experienced such feelings, thoughts, and actions,
but rather all pilots, whether they had had combat experience before
or not, felt the same things to various degrees.
My first air engagement was as follows. I headed a team of eight
fighters to intercept a reconnaissance aircraft. We climbed to altitude
and closed in on the enemy. The reconnaissance aircraft was escorted
by four Sabres, with the fighters flying slightly back and above. I
started to approach the aircraft from the rear, but I also saw an enemy
drop behind my fighter. Then I told the leader of the second flight:
Attack the reconnaissance aircraft, and I will restrain the fighters! My
flight engaged the four Sabres. I almost managed to get to one of
them from the rear. It was such a feelingMy heart pounded so hard,
I thought I could hear it, as if somebody were hitting me on the head. I
took a deep breath, thinking that I was going to shoot him down right
about now! But of course, I did not shoot down a damn thingI saw
the second pair of Sabres closing in on me from behind, and I switched
my attention to them. We whirled around some more and the
reconnaissance aircraft managed to fly away. One of the pilots from
the second flight took an excellent picture of it at a range of 150200m! It turned out that his cannons were not switched on, but his
camera gun was. That is why the picture turned out to be excellent, as
pictures were usually smudged due to vibrations, caused by firing
After the first air engagements pilots of the 324th IAD started
to complain about the aircraft they had to fly. Air combats with
bombers, either piston-engined B-26s and B-29s, or RB-45 jets,
were not a problem. Dog-fights with F-80 and F-84 fighters also
ended in favour of MiG-15s. However, it was very difficult to counter
Sabres with the aircraft in service with the 324th Division.
Pepelyaev:
We started the war on MiG-15s powered by RD-45F engines.
It was also a big problem. I do not know if it was our Russian
Camera-gun shot from the aircraft of Senior Lieutenant

Lazutin. Target - RB-45C. The attack was unsuccessful as the
pilot forgot to switch on the cannons
Commander of the 3rd Squadron of the 196th IAP, Captain

N.K. Shelamonov (five victories in Korea)
the left, rolled to the right. Pilots of his team did not see any enemy
aircraft falling, but following gun camera footage analysis Pepelyaev
was credited with a shot-down F-86.
A group of pilots from GK NII VVS and service units, headed by
Lieutenant General Blagoveshchenskiy, arrived at Antung in late
May. The group was tasked with force landing an F-86 Sabre. The
Lieutenant General had already visited Antung before. On 10 May
1951 he reconnoitred the area his group would have to operate over,
under escort from pilots of the 196th IAP. Pepelyaev recalls:
Blagoveshchenskiy, accompanied by a group of test pilots and
service unit pilots, arrived at Antung on a transport aircraft once
again. As I learnt from a conversation with pilots, their objective
was to force land a Sabre. Sabres were fitted with anti-G suits,
which our aviation industry was very interested in. However, when
Sabres were shot down and their pilots ejected, the pilots were left
with only the suit and the hose with the coupling, which connected
Commander of the 196th IAP, Guard Colonel Pepelayev,

Antung Airfield, spring 1951
carelessness, obstinacy, or foolishness. A MiG, powered by the RD-45F

engine, was inferior to a Sabre with respect to almost all
characteristics, including horizontal and vertical manoeuvres. Its
cannons were practically the only advantage the MiG had. MiG-15bis
had already been delivered to Korea, while we were still on our way
there, but when we started participating in combat the MiG-15bis had
already been sent to rear-area airfields, while we had to fight with
MiG-15s powered by the RD-45F. Thus, I had to come up with
something of a strike there: Give me MiG-15bis aircraft, period! I will
fight the enemy on them, but I won't fight without them at all!
Command listened to the pilots' viewpoint, and in mid April
Kozhedub's division exchanged its aircraft with the 151st GvIAD,
receiving forty-seven MiG-15bis fighters. The 50th and 151st
divisions in succession had flown those fighters since early
December 1950. In late May the 324th IAD received another sixteen
brand new MiG-15bis aircraft, delivered from the Novosibirsk aircraft
factory. Thirteen of them were allocated to the 196th Regiment.
Lieutenant Colonel Pepelyaev scored his first victory on the
MiG-15bis on 20 May 1951. At 1508-1509 hours, Beijing time, two
teams of eight aircraft each from the 196th IAP were sent to
augment twenty MiG aircraft of the 18th Guards Regiment. The first
team was headed by Lieutenant Colonel Pepelyaev. Up to forty
Sabres, operating in separate flights, were in the air at that time.
Pepelyaev's team engaged in combat at once. According to pilots'
estimates, the team countered up to twelve F-86s. At a certain point
of the air engagement Pepelyaev dropped behind one of the Sabres,
and did the following, according to his debriefing report I fired at
an F-86 at a range of 500-600m. When firing, I saw rounds hit the
right wing and explode, after which the aircraft, which was banking to
Commander of the 1st Squadron of the 196th IAP, Captain

Antipov (one victory in Korea)
the suit to the suit pressure control device. While the pressure control
device, which was the most important component of the entire
system, was mounted on the aircraft, and was naturally destroyed
in the aircraft crash. In order to inspect the pressure device, an
intact aircraft was needed.
I had a good laugh at the whole affair. Test pilots had high
individual skills, while service unit pilots were trained far worse. I had
no idea how they had been selected, but I had a chance to assess their
combat skills, as some of them were assigned to my regiment later on.
Before coming to us, Blagoveshchenskiy's group had trained on its own
either in Anshan, or Mukden (Shenyang) - they flew and conducted
training fights for a month or so. They considered such training to be
sufficient enough, but I knew for sure that it was not. We had trained
for three months. I offered to help Blagoveshchenskiy's group - the
least I could do was to talk to them, tell them about nuts and bolts.
However, they refused my help, as they thought they could look after
themselves. We had a small argument, as Blagoveshchenskiy's pilots
wanted to fly my regiments aircraft and I was against it. They tried
persuading me: How about we give you all our victories?
I responded: I do not need your victories, besides you are not
likely to score any. All of you will be lucky if you return in one piece.
Later on the divisional commander persuaded me to let them fly
my aircraft on the following conditions: one day aircraft of one
squadron would be flown by my pilots, and the next day they would be
flown by Blagoveshchenskiy's pilots
On 29 May, under the order of Commander of the 324th IAD I.N.
Kozhedub, the flight group headed by Lieutenant Colonel
Dzyubenko (he commanded Blagoveshchenskiy's pilots directly in
the air) was attached to the 196th IAP and put under the
Pilots of the 196th IAP, from left to right: Regiment's

Navigator, Captain P. Tkatskiy; Deputy Commander of the
Regiment, Major A.I. Mitusov (seven victories in Korea); flight
Commander of the 196th IAP, Captain L.N. Ivanov (seven
victories in Korea)
18
Senior Lieutenant I.V. Larionov

operational command of Colonel Pepelyaev, the Regimental
Commander.
Flight and technical crews of the 324th IAD right away gave
Blagoveshchenskiy's group the nickname Group Nord , and they
were very sceptical of the group's objective. The common opinion
could be summed up in the following words: It is difficult enough to
shoot down a Sabre, not to mention to force it to landIt is easy to do
it on paper for those chair-borne Moscow paper-pusher.
On 31 May Dzyubenko's group took off for its first flight over the
Korean Peninsula. The flight ended in failure just as the pilots of the
324th IAD had expected. On that day twelve pilots of the group
carried out a fly-around of the combat area. Approaching Anju at an
altitude of 11,000 m, they spotted a pair of B-29s, escorted by four
Sabres. In the ensuing air engagement, Major Perevozchikov was
shot down and killed, while two other aircraft were damaged.
Attacks, carried out by pilots of Dzyubenko's group, did not yield any
results. Right after this sortie ground crews changed the nickname
of the 324th IAD to Group Pukh (pukh from the Russian expression
razbit' v pukh i prakh, literally to destroy to fluff and dust, meaning
to defeat utterly, probably hinting at the fact that it had been ripped
to tatters in the air combat with a numerically inferior enemy unit.
Having buried Major Perevozchikov at the new Russian
cemetery in Port Arthur, NII VVS group command, which had been
convinced in practice that its pilots were insufficiently trained for
combat operations in Korea, finally turned to command of the 196th
IAP for help. After several tactical exercises, conducted by Colonel
Pepelyaev, the group was sent to Korea again. The fly-around of the
combat area was conducted successfully this time, but a tragedy
occurred during landing - Lieutenant Colonel Dzyubenko crashed
after getting into the wake of the aircraft flying ahead of him. The
NII VVS group had not carried out any more combat sorties and was
soon disbanded. Test pilots returned to the GK NII VVS to do what
they were trained to, while most service unit pilots remained in
E.G. Pepelayev near the flight crew shelter. Antung Airfield,

15 August 1951
regiments of the 303rd and 324th divisions. In particular, Major

Mitusov was appointed Deputy Commander of the 196th IAP.
Attempts to get a more or less intact Sabre continued, and
Pepelyaev played the leading part in them.
After-effects of Pepelyaev's crash in a Yak-7, which took place in
1943, showed up that summer. The commander of the 196th IAP
experienced heart pains at the end of tense working days. He was
hospitalised in late June because of these symptoms and spent
about ten days in hospital. On returning to his unit, Pepelyaev learnt
about the turning characteristics of the F-86, disclosed by a recently
shot-down Sabre pilot. Pepelyaev recalls:
A shot-down American pilot ejected during an air combat.
This happened only about twenty km from the airfield, and the pilot
broke his leg at touchdown. Well, this pilot misled me by telling our
intelligence officers, who had interrogated him, that it took the Sabre
58-60 seconds to make a 360-degrees turn at an altitude of 10,000m.
I timed the turn on the MiG several times, but always came up with
52-53 seconds. That is why I once decided to conduct an air
engagement in turns. I lost my wingman and almost got myself shot
down. Such a sad story it was
That ill-fated air combat took place on 11 July 1951. In the
morning Pepelyaev led a group from his regiment to intercept
enemy fighters. Senior Lieutenant Larionov flew as Pepelyaev's
Camera-gun shot from Pepelyaev's aircraft. 6 October 1951,

target - F-86A-5NA, c/n 49-1319. Beginning of firing; distance
- 130 m, aspect angle -
wingman. Five to six minutes after the take-off he saw a pair of F86s, approaching them head-on. By carrying out a intensive
manoeuvre, Pepelyaev dropped behind the American aircraft and
fired at the wingman Sabre:
The leading Sabre got into a turn, and I decided to outrun it on
the turn instead of passing by and gaining speed, which I had lost
during the firing attack. At that moment Larionov was still following
me. Then I realised that I was losing to the Sabre and felt that he was
going to shoot me down tooHe had already started firing and hit
my aircraft on the wing, making three holes in it. I went into a spin.
There was overcast below, with cloud tops at 2000-3000m. I recovered
the aircraft from the spin right before the overcast at about 3000m.
Fortunately, I happened to look up and saw that the enemy aircraft
was right above me, trying to finish me off. I dived under him and
started shadowing his manoeuvres: he turned to the right - I followed
him, he turned to the left - I was right behind him. I kept toying with
him, and he was backing off, despite the fact that I had already
extended both air brakes and flaps. However, his aircraft had better air
brakes. I kept hugging the clouds. By that time I had managed to
switch on the gyro horizon (we circled for a minute) and dived into the
clouds
On losing his enemy, Pepelyaev heard his wingman's radio
transmission: I lost you. Where are you? Having ordered Larionov to
land, the Commander of the 196th IAP first returned to the area of
the air engagement, but seeing no one there, he also headed for
Antung. It turned out that Captain Larionov had not returned to the
airfield. His aircraft was searched for, with the search and rescue
operation supervised by the Air Force Commander-in-Chief himself,
Camera-gun shot from Pepelyaev's aircraft. 21 July 1951,

target - F9F, distance - 200 m, aspect angle - 0/4, single long
burst from three cannons
but neither the pilot, nor the wreckage of his aircraft were ever
found. Larionov must have been shot down and his MiG must have
crashed into the sea. Ivan V. Larionov remains one of three Soviet
pilots missing in action in the Korean War.
In July North Korea and adjacent parts of north-eastern China
experienced cloudy weather. It was often showery, and foggy in the
morning. On one such day, on 21 July 1951, the 196th IAP had to
take off to intercept a group of American aircraft. Pepelyaev recalls:
Once I shot down an F-94 in a turn by shooting off its tail unit.
Enemy aircraft flew in daytime, it was foggy, and our airfield was shut
down. The Americans almost reached the very Mukden. The Corps
Commander, Colonel Belov chickened out. I was fully prepared for a
fight. The fog had cleared away by that time and we could take off, but
he just turned coward. We took off only after the enemy group had
passed over our airfield on its way back.
We caught up with eight F-94s when they were already
approaching the coastline. De facto, I had no right to attack them, as
they were already over the Yellow Sea. I ordered Captain Bokach to
attack the four leading aircraft, and aimed my team at the rear flight. I
attacked the enemy aircraft from a climb. I fired at one of the F-94s
from below and pieces flew around, and after that I did not follow it
any longer. I climbed up and saw another enemy aircraft turning to the
left. I shot off its tail when he was turning, but all this debris flew right
towards my aircraft. I even hunched my shoulders so that my head
should not be ripped off. However, fortunately, the debris did not hit
my aircraft.
The group of F-94s dispersed, and so did my pilots, who attacked
their own target each. The whole battle was already over the Yellow
Sea, thus, I ordered them to stop the fight.
Everything might have ended differently, if I had been allowed to
take off half an hour earlier. I do not know the exact results of this
particular air engagement. Our regiment was given seven or eight
victories. I even had to write down two destroyed F-94s to one of my
pilots. Allegedly, he did not shoot them down, but they collided in air
during his attack. Although, I did not believe it, divisional commanders
made me do this nevertheless
As far as real results of this air engagement are concerned, the
following should be noted. First of all, the Soviet fighters engaged
Camera-gun shot from Pepelyaev's aircraft. 6 October 1951,

target - F-86A-5NA, c/n 49-1319. End of firing; distance - 122
m, aspect angle -
19
E.G. Pepelyaev's MiG-15bis, c/n 1315325, damaged in air

combat on 6 October 1951
Just imagine what it means for a young pilot to log fifteen twenty hours of flying time on a piston-engine aircraft, and then ten fifteen hours on a jet, and then to be sent into battle. I was ordered to
meet with Chinese pilots. Once I met them after an air engagement, in
which they had lost a dozen men on MiG-15s. They usually flew in two
squadrons, totalling sixteen - twenty aircraft. Back then they invited
me for consultation, so that I might tell them the main principles. They
sat and listened like tame animals. I talked to them via the interpreter,
showing them with the help of models, while the interpreter drew and
wrote everything for them to understand what the Americans did,
what friendly aircraft should do in an air engagement, how to shoot,
how to form combat formations, what speed to maintain, and when to
jettison fuel tanks
The more intense combat operations and an increase in their
scale resulted in more victories scored by Soviet pilots. Guard Colonel

Pepelyaev's personal score increased by ten in autumn 1951.
On 6 October 1951 Pepelyaev did what pilots of
Blagoveshchenskiy's group had failed to achieve - he managed to
get a more or less intact F-86. At 0851 hours, Beijing time, ten MiG15bis aircraft from the 196th IAP, headed by Pepelyaev, took off to
intercept enemy aircraft, as part of the rearguard group of the
overall combat formation of the 64th IAK. Approaching the mouth of
the Chonchongang River at an altitude of 8,000 m, fighters of the
196th Regiment encountered Sabres over the town of Pakch'on and
started an air engagement, which according to pilots' estimates,
saw participation of up to sixteen enemy F-86s.
In his first attack Colonel Pepelyaev fired at the leader of a pair
of F-86s at a range of 550 m at a 1/4 aspect angle, but he did not
see the results of his fire, as the Americans dived with a left
wingover. When the Soviet fighters were recovering from the attack,
they were attacked by the second pair of Sabres on a head-on
intersecting course. The leading F-86 fired at Pepelyaev's aircraft
from right, ahead and above, at a 2/4 aspect angle. Pepelyaev:
I remember that air engagement very well. The American
leader hit me then and tore off a big part of my air intake
I knew one pre-war trick from the times when my friends and I
had carried out training dog-fights, looking for various options. I had
the following trick for such occasions when aircraft flew on head-on
courses, trying to get behind each other: I pretended to carry out a
climbing turn to one side, but then turned the aircraft to the opposite
side and followed the enemy. Thus, when he recovered from the
climbing turn, I always turned out right behind him. That is exactly
what happened that time. At the point of breaking up the Sabres
turned to the right and up, while I flew along the horizon a little and
started a climbing turn towards the Sabres, but as soon as I achieved a
pitch of 40-50, I switched from the right turn to the left one and got
behind the leading Sabre - above it and slightly to the right. He was
ahead of me at a range of just over 100m. I pushed the control stick
forward, trying to get him into the gunsight. However, the aiming
mark always turned out slightly above the Sabre, while the negative gload tried to pull me out of the cockpit. Then I rolled over so that the gload pushed me against the seat and I might get a better aim. As soon
as I rolled my aircraft, the American did the same, but I had already
locked my aiming mark on his canopy and fired at a range of 130m,
slightly from the right at an aspect angle of almost 0/4. The 37mm
round hit the enemy fighter accurately behind the canopy. An
explosion followed, and the Sabre plunged to the ground. I did not
follow it, as it was not worth it after a direct hit like that
The debriefing report of the 196th IAP dated 6 October 1951
states that after Pepelyaev's attack the F-86 rolled to the left and
dived sharply, while the leading F-86, protecting it, spiralled down
after it. Guard Colonel Pepelyaev, Senior Lieutenant Ryzhkov, and
Guard Captain Abakumo sawv the enemy aircraft carry out the
aforementioned manoeuvres
The pilot of the Sabre could not bail out as his ejection seat had
been damaged, thus, he headed towards the Korea Bay with his
engine barely working, leaving a plume of black smoke, and with his
leader escorting him. The American pilot carried out an emergency
landing on the beach at low tide, 13 km to the west of Pkhenvon. He
was soon picked up by a search and rescue helicopter, while the
damaged Sabre sank in the rising tide.
Then the following story unfolded. Even our political officers
quarrelled. I shot down the aircraft and continued fighting with the
group, while the 176th Regiment did not participate in the air
engagement - it just passed underneath. I asked them: Why don't you
help us! However, they dived away without saying a word, though
they used the same radio frequency, and saw the Sabre landing.
Sheberstov fired his guns at a range of three to four kilometres,
returned to his home base, and reported that he had shot down an
enemy aircraft. They wrote a debriefing report, and quickly reported
E.G. Pepelyaev's MiG-15bis, c/n 1315325, after repairing the

damage received in air combat on 6 October 1951
the kill first to the divisional headquarters, and then to the corps
headquarters. We started to sort it out. I asked Sheberstov where and
how did you shoot him down?
We went to their photographic laboratory and looked at the film,
but it only showed the coastline and the enemy aircraft at a range of
about three kilometres, while I remember that my film showed it at a
range of 130m. There were two Sabre units in Korea. The identification
marks of one of them were black and white stripes on wings, while
aircraft of the other group featured yellow stripes. I asked Sheberstov
what aircraft did you shoot down?
The yellow one!
Well, fine, I said.If they bring a yellow one, it is yours, but if they
bring the one with black and white stripes, it is mine. Technicians
brought an aircraft with black and white stripes, with the explosion
damage right behind the canopy
Having inspected the Sabre, pilots of the 64th IAK gave it a high
mark. They especially liked the spacious and comfortable cockpit,
fitted with more advanced flight instruments and gunsight
compared to that of the MiG. Pepelyaev remembers:
When the Sabre was brought to the airfield, senior
commanders wanted to send it to Moscow right away. However, I
asked the Corps Commander to leave it at our unit for a short while, as
I wanted all pilots to examine it thoroughly, sit in the cockpit, and take
a close look at it. I sat in its cockpit myself. It was a very good spacious
one. One got an impression that one was sitting in the best car, let's
say something like a Chaika, rather than a Moskvich. That would be
the best comparison. The cockpit had an excellent field of view, with
nothing interfering with it in the front. The MiG's cockpit had the sight
head mounted in the front, which always hit you right in the face
during an emergency landing, while the Sabre's cockpit had nothing in
front of the pilot's face, save for some unit which displayed the aiming
mark directly on the reflector, on the armoured glass panel. The fighter
had a good gyro horizon indicator with every degree of freedom, which
displayed the aircraft's position in airspace. The MiG was fitted with a
mediocre gyro horizon that could fail at a bank angle of over 30, or if
you did not switch it on in time. In general, it was only suitable for a
bomber, and even then only in good weather. Only from 1954 were
Soviet fighters equipped with a very good gyro horizon, similar to the
American one, although the new gyro horizon featured different
colours. The American gyro had very beautiful colours. For instance, if
it displayed the sky, it was blue, while the new Soviet horizon
displayed a dark blue sky. However, the colour is not important, the
main thing is for it to operate properly MA
(to be concluded next month)
See Bill Bunting's 1/72 model of Pepelyaev's MiGelsewhere in

this issue
F9F Panther fighters, rather than F-94 Starfire night interceptors.

According to American sources, the only air engagement with MiG15s on that day saw participation of aircraft of this very type. In
addition to that, the pictures, taken by Pepelyaev's camera gun,
show the Panther. As for the number of shot-down aircraft, Western
sources mention just one F9F, lost in that air engagement. The
Commander of the 196th IAP reported in his combat debrief on 21
July: According to the reports of pilots, who had participated in the
air engagement, seven F-94s had been shot down, while according to
camera gun film-interpretation they shot down four F-94s. Evidence,
provided by Korean police officers and locals, as well as military units
of the Korean Army and Chinese volunteers, stated that debris of an
aircraft of the F-94 type (the fin and rudder), which had crashed
during the air engagement, had been found near Khakusen. Police
officers in a village of Zonnon saw an aircraft with a shot-off wing
falling within the territory of the Teisyu region. The aircraft is still
being searched for. No evidences of other shot-down enemy aircraft
have been traced
In August the 64th IAK did not conduct active combat
operations due to bad weather. The corps command used this break
to let pilots rest, to discuss their experiences, and draw conclusions
from their combat operations. A flight tactics conference was held at
the Tatung-kao airfield, the home base of the 303rd IAD, on 23-28
August. Pepelyaev participated in the conference too.
In autumn the air engagements in the Korean skies resumed
with a vengeance, with their intensity increasing considerably. The
scale of air battles increased too. The Americans changed tactics to
massive air strikes. Fighters of the 64th IAK responded by conducting
combat operations in large groups. While one to two squadrons had
simultaneously been scrambled before, now whole regiments and
divisions participated in combat sorties. Air engagements often saw
participation of the whole 64th Corps, comprising two regiments of
the 324th Division and three regiments of the 303rd Division. In
addition to that, the Chinese air force also stepped up its operations
- starting from late September Soviet fighters often had to
cooperate with MiGs in service with the 3rd Fighter Air Division of
the Air Force of the People's Liberation Army of China. The
Commander of the 196th IAP had a chance to socialise with Chinese
pilots on the ground too. Their training level left much to be desired.
E.G. Pepelyaev recalls:
20-22-BV141-HIST-MA-1014_MAM-08 12/09/2014 16:08 Page 20
20
BV 141
Conventional thinking was partially responsible for the aircrafts demise the OKL
could simply not come to terms with such unorthodoxy!
BV 141B-0 V13, WNr 0210005, NC+RD
A Bit on the Side
Vogts Ugly Baby the BV 141

By Ben Bailey
BV 141 Production
Prototypes
BV 141 V1. WNr 141-00-0171, D-OTTO then BL+AU
BV 141 V2. WNr 141-00-0172, D-ORJE then PC+BA.
Originally designated Ha 141
BV 141 V3 WNr 141-00-0359, D-OLGA then BL+AA
BV 141A
BV 141A-01 (V4), WNr 01010360, D-OLLE
BV 141A-02 (V5), WNr 01010361, BL+AB
BV 141A-03 (V6), WNr 01010362, BL+AC
BV 141A-04 (V7), WNr 01010363, BL+AD
BV 141A-05 (V8), WNr 01010364, BL+AE
BV 141B-0
BV 141B-0 (V9), WNr 0210001, NC+QZ
BV 141B-0(V10), WNr 0210002, NC+RA
BV 141B-0 (V11), WNr 0210003, NC+RB
BV 141B-0 (V12), WNr 0210004, NC+RC
BV 141B-0 (V13), WNr 0210005, NC+RD
BV 141B-0 (V14), WNr 0210006, NC+RE
BV 141B-0 (V15), WNr 0210007, NC+RF
BV 141B-0 (V16), WNr 0210008, NC+RG
BV 141B-0 (V17), WNr 0210009, NC+RH
BV 141B-0 (V18), WNr 0210010, NC+RI
BV 141B-1
BV 141B-1 WNr 0210011, GK+GA
BV 141B-1 WNr 0210012, GK+GB
BV 141B-1 WNr 0210013, GK+GC
BV 141B-1 WNr 0210014, GK+GD
BV 141B-1 WNr 0210015, GK+GE
BV 141B-1 WNr 0210016, GK+GF
BV 141B-1 WNr 0210017, GK+GG
BV 141B-1 WNr 0210018, GK+GH
BV 141B-1 WNr 0210019, GL+AG (rebuilt D-OTTO)
BV 141B-1 WNr 0210020, GL+AH (rebuilt D-OLLE)
lthough often regarded

as a Luft 46 candidate,
by virtue of its
unorthodox appearance,
the BV 141 is far from it, having
stemmed from a 1937
single engine could be counterbalanced, as well

as a good field of fire being afforded the three
man crew, but little interest was initially evinced
by the RLM until Ernst Udet, by now chief of the
Development Section of the Technischen Amt,
offered some encouragememnt on the
understanding that the project be self-financed.
Reichsluftfahrtministerium
The aircraft in its initial configuration flew for
specification issued for a shortthe first time in February 1938 as the Ha 141-0
range reconnaissance aircraft, also
and was given the civil registration D-ORJE
capable of fulfilling the light
Although subsequently carrying the
Hamburger Flugzeugbau was
bomber and low-level attack role
established in July 1933 as a subsidiary designation V2 once the project was accepted
that so often went hand-in-hand
and three prototypes ordered this machine
of the Blohm & Voss shipyards
with army co-operation. Blohm
was deemed unacceptable and the nacelle was
und Voss submitted the BV 141,
extensively redesigned. The first official prototype, then, despite
which in the interests of better crew visibility a vital
being designated V1, was actually the second aircraft to be built.
attribute in the reconnaissance role - featured an
The new nacelle bore more than a passing resemblance to
asymmetrical layout with a tail boom with a radial
that of the Fw 189, and the aircraft was dimensionally larger.
engine to port, and a crew nacelle to starboard. Both
Focke-Wulf and Arado were invited to tender, with the Flight testing commenced in September 1938, but the machine
was written off after a forced landing in October. The third
Fw 189 and the Ar 198 put forward respectively. The
machine, BV 141 V3 (D-OLGA) consequently went on to operate as
Hamburger Flugzeugbau (a subsidiary of the Blohm & Voss
a production prototype.
shipyards) had not been invited to tender a proposal,
The aircraft was developed in two distinct series the A and
but its technical director, Dr.-Ing. Vogt. submitted the
strange-looking machine as a private venture

The aircrafts design offered another advantage besides the
good all-round visibility from the compact nacelle. Torque from the
The conical gun mount and housing at the rear of the nacelle
is similar to that on the Fw 189
The central section of the nacelle looking forward. The

observers seat is on tracks and rolls forward to reach the
bombsight. The interior seems fairly sparse, and should not
prove too great a challenge for the modeller especially
given the already good level of detail in the HobbyBoss kit
21
The unmistakeable silhouette of Vogts fascinating design
Pilots position looking to port
The tail cone revolved to afford a good field of fire for the tail
gunner. Here the chrysalis design of the nacelle is apparent
not to mention the ninety-odd panes of glass that made up
the greenhouse
the B, and the two differed considerably, despite the superficial
resemblance inevitably caused by its striking appearance. The
aircraft carried a crew of three, encompassing a pilot and observer
seated side by side at the front. The observers seat, to starboard,
was mounted on rails, which enabled it to be tracked forward to
allow access to the bombsight. The radio equipment was located to
the rear of this seat-track, as was the rear-facing dorsal MG15. This,
along with the camera equipment, added up to a considerable
workload for the observer.
The third crew member operated the rear MG15, which was
mounted in a cone at the tail of the nacelle, and could be rotated
through 360 degrees. Two forward facing MG17s were mounted
underneath the nacelle, the blast tubes for which are visible under
the nose, and the aircraft carried four bomb racks mounted in pairs
on the wings.
As events gathered pace and war appeared imminent, testing
continued, and the RLM impressed in spite of its misgivings
ordered five pre-series machines. Flight testing was completed at
Rechlin in January 1940, and a number of bombing trials also took
place, but despite the generally favourable reports by test pilots the
Typical clutter around the front end of the cockpit will offer
some challenges to the modeller. Note the bombsight and
again the sealed-over blast tubes
These images are dated from the beginning of 1942, and

presumably show B-0 aircraft undergoing trials. The aircraft
are fitted with bomb racks, but by this date the future was far
from certain for these aircraft
BV 141 in level flight note the early tailplanes, which were

initially symmetrical. This was modified to improve the
gunners field of fire and was found to have no adverse effect
upon the aircrafts handling
OKL the Oberkommando der Luftwaffe (OKL) persuaded the RLM
to discontinue production, and the aircraft was shelved.
There are some uncertainties regarding the actual combat
usage of the machine. Most sources cite the B variant as having been
the version to see some limited operational use, but the late Barry
Ketley did allude to images of the machine on service trials during
the Polish campaign, which would have to have been the BV 141A.
Any further corroboration of this would, of course, be welcome.
One reason cited for the types rejection was that it was
(BV 141A-04, V7)

Crew, 3
Length, 12.15 m (39 ft 10 in)
Wingspan, 15.45 m (50 ft 8 in)
Powerplant, 1 BMW 132N 9-cyl. air-cooled radial
piston engine
Maximum speed, 340 km/h (211 mph) at sea level,
400 km/h (249 mph) at 3,800 m (12,467 ft)
Service ceiling, 9,000 m (29,528 ft)
Armament
Guns, 2 fixed forward firing 7.92 mm (0.312 in)
MG17 machine guns and 2 rear-mounted
flexible 7.92 mm MG15 machine guns
Bombs, 4 50 kg (110 lb) SC50 bombs on underwing racks
Specifications (BV 141B-02 [V10])
BV 141B-02, V10
Crew, 3
Length, 13.95 m (45 ft 9 in)
Wingspan, 17.45 m (57 ft 3 in)
Powerplant, 1 BMW 801A 14-cyl. air-cooled
radial piston engine
Maximum speed, 368 km/h (229 mph) at sea level,
438 km/h (272 mph) at 5,000 m (16,404 ft)
Service ceiling, 10,000 m (32,808 ft)
underpowered, and Vogt, anticipating this, had commenced a

redesign as early as January 1939. The BV 141B was approved by the
RLM in early 1940, and in January 1941 the revised machine took to
the air. This was the V9 prototype, coded NC+OZ, and the first of a
further five pre-series aircraft ordered for trials, with an option for
five more and ten full production machines designated BV 141B-1.
Unfortunately the revised design fell short of expectations. The
pleasant handling qualities that had characterised the BV 141A were
noticeably absent, with considerable strengthening of the airframe
required, modification to the tail, and a subsequent deterioration in
performance. Already regarded by the OKL with some suspicion, the
aircraft was not winning itself any more friends. Hydraulic problems
that had dogged the A series persisted, and further issues were
discovered with the BMW 801 engine that hampered the test
programme. Constant problems in other areas meant that delay
followed delay. How the programme lasted as long as it did is a
matter for some conjecture, but the final prototype V13 was not
It soon became apparent that the BV 141B did not share the pleasant flight characteristics of the A series. Major changes
included an enlarged wing area and a circular fuselage section instead of the previous oval
A BIT ON THE SIDE BV 141
General characteristics
22
BV 141
Blohm & Voss BV 141

Kit No: 81728
Scale: 1/48
Decal Options: 2
Panel Lines: Recessed
Status: New Tooling
Type: Injection Moulded Plastic
Parts: Plastic 105, Clear 9
Manufacturer: HobbyBoss
UK Importer: Creative Models
www.creativemodels.com
Brand new tooling in 1/48 from HobbyBoss
features comprehensive interior, nicely designed
transparencies and markings for two aircraft
Blast tubes for the fixed forward-firing MG17s. These are

sometimes seen covered on aircraft, and given the nonoperational role of the aircraft they may often have been
seen without armament
BV 141B-0 on trials. Note the sealed blast tubes, bomb racks,

and the non-operational flying gear worn by the aircrew
The asymmetric tailplane, offset to port, looks far less absurd

than the original regular design
V9 in flight. This aircraft was the first of the B-0 series aircraft,
and underwent considerable testing both in the air and on
the ground in connection with excessive vibration and
associated problems
delivered until May 1943, long after the Luftwaffe had abandoned
plans for squadron usage..
One machine, V10, is recorded as having been used for trials
with Aufklarungsschule 1 at Grossenhain, Saxony, after which
instructions were issued for sufficient BV 141Bs to be delivered to
form at least one operational squadron on the Eastern Front. Sadly
for Vogt and his team, by this time the Fw 189 had long been
operational and was more than adequate in the role, and this - plus
limited factory capacity - ensured the final cancellation of the
programme. Damage by Allied bombing to the Focke-Wulf assembly
plant had seen some eighty percent of Blohm & Vosss capacity given
over to Fw 200 production. The oddball machine despite having
shown promise in its earlier stages of development was destined
never to see full operational service.
For the modeller this is a far richer seam than one might have
supposed, and it can only be hoped that HobbyBoss will go into the
subject as comprehensively as they have other Luftwaffe

development aircraft. The new 1/48 kit is a superb tooling, and a
very welcome release in the scale, replacing the HiPm tooling, and
joining the classic Airfix 1/72 kit in the marketplace to ensure the
type is not forgotten. The history and development of the type
leaves ample scope for some interesting modelling projects,
although the differences between the A and B series machines may
be too great for the aftermarket to stomach. We will have to wait
and see MA
B-0s at the production facility. This is one of a series of well-known photographs showing a considerable number of aircraft
grouped together a sight to gladden the eyes of those who relish unorthodox aircraft
24-26-74Sqn-AIRWARS-HIST-MA-1014_MAM-08 12/09/2014 16:07 Page 24
24
A HISTORICAL LOOK AT No.74 SQUADRON
sponsored by
Everything down as this No.74

Squadron Hawk comes in to land
at RAF Valley
Flying
with
the
Tigers
A look at the history of No.74 Squadron
By Andy Evans
o.74 Tiger Squadron first formed

at London Colney on 1 July 1917 as
a training unit flying Avro 504Ks.
Its first operational fighters
were S.E.5As, which it took on charge
in March 1918, and went on to serve
in France from April until February
1919, when it returned to the UK and
disbanded on 3 July 1919. During its
wartime service the unit earned its Tigers
nickname as a result of the aggressive spirit shown by
its pilots, and was credited with 140 enemy planes
destroyed and eighty-five driven down out of control,
for 225 victories. Seventeen aces served with the
squadron, including Victoria Cross winner Major
Edward Mannock and Ira Taffy Jones. During the
Abyssinian crisis of 1935 the squadron was re-formed
A Gloster Meteor F.8 in N0.74 Squadron livery
to operate out of Malta, flying Hawker Demon twoseat fighters, and in July of the following year, the
squadron, with its Demons, was shipped back to
England. It re-equipped with Gloster Gauntlets
in April 1937 at Hornchurch and stood up as
part of the newly created Fighter Command
and it was whilst here that the Squadrons
Tiger head badge and famous I Fear No Man`
motto was authorised. Their Gauntlets were
exchanged for the Supermarine Spitfire Mk I in Feb
1939, as the unit headed into World War II.
The outbreak of the Second World War found No.74 still at
Hornchurch but often operating from the satellite aerodrome at
Rochford. By this time Sailor Malan had joined the Squadron and
during the months ahead he and his colleagues, including H M
Stephen, John Freeborn and John Mungo Park, were to be involved
in extensive operations against the Luftwaffe. In the Phoney War
there was little operational activity but when the Low Countries
were invaded in May 1940, No.74 flew extensively on offensive
operations and soon afterwards, when Fighter Command was
engaged in establishing air supremacy over the beaches of Dunkirk,
the Squadron was fully employed on convoy protection and patrols
over the French coast, and these battles exacted a heavy toll on both
pilots and aircraft. Thereafter they served successfully through the
Battle of Britain, and their Mk I Spitfires were replaced with Mk IIAs
from September 1940 and the squadron moved to RAF Colitishall. In
February 1941 they moved to Manston but were then sent up to
Acklington before moving across to Llanbedr and Long Kesh where,
after the hectic pace of operations, they found themselves in a
backwater by comparison. It was at this time that the Governor of
Trinidad made a presentation of Spitfires to No.74 which
subsequently became known as `Trinidad` Squadron and this
remained so until the 1950s. The squadron then moved back south
to RAF Biggin Hill in October for operations towards the end of the
Battle of Britain.
No.74 Squadron was sent, without aircraft, to the Middle East in
April 1942, arriving in Egypt in June moving to Palestine to operate
as a maintenance unit for USAAF B-24 Liberators. The squadron then
received Hurricane IIBs in December 1942 and served in Iran until
May 1943, moving back to Egypt for shipping patrol work and
conversion to the Spitfire Mk VB and Mk VC in September 1943. In
late October 1943 the squadron received the Spitfire Mk IXs, which
were subsequently swapped for Mk XVIs in March. No. 74 returned
to the UK just in time to take part in the D-Day landings in June
1944, using its aircraft as fighter-bombers supporting the Allied
25
www.testors.com
FLYING WITH THE TIGERS
BAE Hawk T.1 XX228/74 of No.74 Squadron, based at RAF

Valley. The aircraft is finished in overall black with full
colour squadron markings
McDonnell Douglas F-4M Phantom FGR.2 XV469/AO of No.74 Squadron based at RAF
Wattisham in 1992. The aircraft is finished in Barley Grey, Medium Sea Grey and Light
Aircraft Grey with a black tail
McDonnell Douglas F-4J(UK) Phantom

ZE352/G of No.74 Squadron based at
RAF Wattisham in 1984. The aircraft is
finished in US colours which
approximated the British shades
A superb Hunter line-up

liberation of France, Belgium and the Netherlands. On D-Day itself
No.74 Squadron flew patrols over the invasion fleet and after the
landings attacked German positions. In July it moved to Tangmere as
part of 134 Wing and then moved to France as a component of the
2nd TAF with 145 Wing. The Squadron moved forward as the Allies
advanced and it was based fleetingly at Lille, Courtrai, Duerne and
Schijndel. In March 1945 it received Spitfire XVIs, which it flew
alongside its Spitfire LF.IXs. By April it was at Droppe in Germany and
that is where, on May 2nd, it received news of the German
surrender. Its last wartime operation was an armed reconnaissance
sortie in the Wilhelmshaven area.
Post-War the Squadron was quickly equipped with the new era
of jet fighters, and operating from RAF Horsham St Faith they flew
the Gloster Meteor F.4 and latterly the improved F.8 until 1957,
when they were issued with a more modern fighter type, the
Hawker Hunter F.4, followed a few months later by the F.6.
In June 1959 the squadron moved again to RAF Coltishall and in
No.74 Squadron Phantom and Lightning on display (Des Brennan)
July 1960 the Tigers proudly became the unit chosen to introduce
the Lightning F.1 into RAF operational service. At the 1961
Farnborough show, nine Lightnings were rolled in formation, and in
1962 `The Tigers` became Fighter Command's leading aerobatic
team. A move to Leuchars in 1964 saw an end to display flying and
in its place came the equally demanding Intensive Flying Trials,
designed to prove the operational capabilities of the aircraft which
were by now Lightning F.3s. It was whilst at Leuchars that No.74
hosted its first Tiger Meet, the gathering of NATO squadrons with
the tiger as their emblem.
No.74 Squadron introduced the
Lightning to RAF service
A Lightning F.6 at RAF Tengah in Singapore

In 1966, now equipped with the F.6, the unit moved to RAF
Tengah in Singapore, refuelled en-route by Victor tankers to
become a component of the Far East Air Force. After four years in
Tengah, the Tigers disbanded on 25th August 1971, and their
Lightnings were flown to Cyprus where they were taken on charge
by No.56 Squadron.
26
A HISTORICAL LOOK AT No.74 SQUADRON
sponsored by
F-4J(UK) ZE362 in flight, prior to the adoption of the all-black tail
XT892/J, one of the FRG.2 Phantoms used by N0.74 Squadron towards the end of its front-line operational life
Close-in on a No.74 Squadron F-4J(UK) and its American

lineage notably with the intake mounted ECM fairings
One of the talking points for modellers was the colours

applied to the F-4J(UK), which had a curious hue to them, as
seen here with this example snapped at RAF Brawdy and
note the luggage pods
Close-in on the No.74 Squadron emblem I Fear No Man
No doubting to whom this Hawk belongs

RAF No 74 Squadron
Aircraft Usage & Notes
WWII RAF Yellow
WWII RAF White
WWII RAF Sky Type S (ANA 610)
WWII RAF Sky Blue
WWII RAF Roundel Red
WWII RAF Roundel Blue
WWII RAF PRU Blue
WWII RAF Night
WWII RAF Middlestone
WWII RAF Medium Sea Grey
WWII RAF Light Mediterranean Blue
WWII RAF Interior Green
WWII RAF Dark Mediterranean Blue
WWII RAF Dark Green
WWII RAF Dark Earth
WWII RAF Black
WWII RAF Azure Blue
WWI Ventral Camouflage Doped Linen
WWI Dorsal Camouflage P.C.10 1918
WWI Dorsal Camouflage P.C.10 1917
WWI Dorsal Camouflage NIVO
Modern RAF High Speed Silver
Modern RAF BS 381C 641 Dark Green
Modern RAF BS 381C 640 Extra Dark Sea Grey
Modern RAF BS 381C 638 Dark Sea Grey
Modern RAF BS 381C 637 Medium Sea Grey
Modern RAF BS 381C 629 Dark Camouflage Grey
Modern RAF BS 381C 627 Light Aircraft Grey
Modern RAF BS 381C 626 Camouflage Grey
NOTES: (~) = approximate
Federal Standard 595a/b

FS33538
FS37875
FS34504 (~)
FS35550
FS30109
FS35044
FS35189 (~)
FS37038
FS30266
FS36293
FS35177
FS34226 (~)
FS15048 (~)
FS34079 (~)
FS30118 (~)
FS37038
FS35231 (~)
FS33613-FS33793
FS30108
FS34127-FS34098
FS34096
FS17178
FS34079
FS36099/FS36076
FS36118
FS36270
FS36173
FS36440
FS36314
ModelMaster Enamels
2063 RAF Yellow
1768 FS37875 Insignia White
2049 RAF Sky Type "S"
1108 Blue + 2720 White (1:1)
1705 Insignia Red + black (20:1)
1719 Insignia Blue
2061 RAF PRU Blue
1749 FS37038 Black
2052 RAF Middlestone (ANA 615)
2058 RAF Medium Sea Grey
2031 Blue + white (1:1)
2062 RAF Interior Green
1719 Insignia Blue + white (10:1)
2060 RAF Dark Green
2054 Dark Earth (ANA 617)
1749 Black
2048 RAF Azure Blue (ANA 609)
1709 Radome Tan
2096 Schokoladenbraun
1714 Forest Green FS34127
2027 Dark Green
1781 Aluminum
2060 RAF Dark Green
1950 Panzer Gray
1723 Gunship Gray
2058 RAF Med Sea Grey
2035 Air Mobility Command Gray
1730 Flat Gull Gray
2037 Flint Gray
As a result of the Falklands War of 1982, No.74 Squadron was

re-formed at RAF Wattisham in October 1984, with a group of ex-US
Navy/Marine Corps F-4J Phantoms, which were designated as F4J(UK)s. These aircraft were purchased by the RAF as a stop-gap
measure to replace those of No.23 Squadron, which had been
deployed to the Falklands to deter further Argentine actions and
protect the Islands. After a relatively short service career, and with
the arrival of the Tornado ADV, their F-4J(UK)s were exchanged for
surplus Phantom FGR.2s in 1991, and No.74 Squadron disbanded in
October 1992. Retirement was short lived however, and on the 5th
October 1992 No.74 (Reserve) Squadron stood up with the BAe
Hawk as part of No 4 Flying Training School at RAF Valley, in the
weapons instruction role.
At the 1993 Tiger Meet, No.74 Squadron won the coveted 'Silver
Tiger' trophy while competing against Mirages and F-16s, however,
with the rationalisation of 4 FTS, No.74(R) Sqn was disbanded on 22
September 2000 in a low-key ceremony outside its hangar at a
windswept RAF Valley. This brought to an end a long tradition, with
its finest hour being alongside many other fighter squadrons, over
the skies of southern England in 1940. MA
ModelMaster Acryl
4721 FS33538 Insignia Yellow
4769 FS37875 Insignia White
4840 RAF Sky Type "S"
1324 Blue + 4696 White (1:1)
4714 Insignia Red + black (20:1)
4742 Insignia Blue
4744 Intermediate Blue (~)
4768 FS37038 Black
4673 Wood (~)
4761 Dark Ghost Gray + black (30:1)
4850 RAF Interior Green
4849 RAF Dark Green
4846 Dark Earth (ANA 617)
4768 Black
4612 Cobalt Blue + white (3:1)
4722 Radome Tan
4797 Schokoladenbraun
4736 Interior Green + black (10:1)
4726 Dark Green (~)
4677 Aluminum
4849 RAF Dark Green
4749 Engine Gray
4752 Gunship Gray
4757 Neutral Gray
4754 Dark Gray (~)
4763 Flat Gull Gray
4757 Neutral Gray (~)
POLLY Scale Acrylics

F505282 Deep Yellow
F505011 White
F505254 Sky (Type S)
F505248 K3/195 Sky Blue
F404079 Oxide Red
F414150 ATSF Blue
F505268 PRU Blue
F505350 NATO Tricolor Black
F505260 Middlestone
F505258 Sea Grey Medium
F414150 ATSF Blue + white (3:1)
F505270 Interior Grey Green
F414230 BAR Blue
F505250 Dark Green
F505252 Dark Earth
F505350 NATO Tricolor Black
F505262 Azure Blue
F505029 Doped Linen
F505276 IJA Brown
F505032 Brown Drab PC-10
F50503 Dark Green
F414299 Aluminum
F505250 Br Dark Green
F505264 Br Ex Dark Sea Grey
F505382 US Gunship Gray
F505258 Br Sea Grey Med
F505332 Ocean Gray 5-O (~)
F505380 Light Gull Gray
F414158 Milwaukee Road Gray
Ask your hobby shop for Testor products or visit www.testors.com
Scale Aircraft
Conversions
White Metal & Resin Aircraft Parts Since 1990
32087 IAR-81C Landing Gear (AzFr)
48267 Blohm & Voss BV 141 Landing Gear (HB)
(replacement for 1/32 Azur Frrom)
(replacement for 1/48 Hobby Boss)
48268 BAC Jet Provost F.5/ 167 Strikemaster L. Gear (Fly)
48269 F9F/F-9 Cougar Landing Gear (KH)
(replacement for 1/48 Fly)
(improved for 1/48 Kitty Hawk: lengthened nose gear)
72093 Hawker Hurricane L. Gear (2 sets) (AX)
72094 Bristol Blenheim Landing Gear (AX)
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(replacement for 1/72 Airfix: new 2014 mold)
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28-29-Ventura-HIST-MA-1014_MAM-08 12/09/2014 16:18 Page 28
28
VENTURA IN COMMONWEALTH SERVICE
An extremely rare image depicting one of the Ventura Mk IIs operated by 1575 (Special Duties) Flight in North Africa. The serial of this particular aircraft bearing the code À' is unknown but it is
either AE881 or AE948 as these were the only ones on charge. It is camouflaged in the desert night bomber scheme with Middle Stone and Dark Earth on the upper surfaces and Night (black)
sides and undersides. It is unknown whether the guns were fitted in the extreme nose. By the time 1547 (SD) Flt became 624 (SD) Sqn on 22nd Sept. 1943 only AE948 was still on charge as AE881
was lost during an operational `wireless' sortie to Italy on behalf of the SIS on the night of 7/8th Sept. 1943 with the loss of all the crew (courtesy of ww2images.com)
Ventura Mk IIs in
action
over
Italy
The Lockheed Ventura in Commonwealth Service Part 4
By Tony OToole
aving already covered the development

and basic history of the Lockheed
Ventura in Commonwealth service it is
now time to turn to some other lesser
known operations. First off are the Ventura Mk IIs
that flew in the clandestine Special Duties role
over the Mediterranean and Southern Europe with
1575 (SD) Flt, which later became 624 (SD) Sqn.
Special Ventura
As the Special Duties role began to expand within the RAF

during 1943, the UK based 161 Sqn at Tempsford spawned a
new flight intended to support agents and guerrilla forces
operating within Southern Europe in the South of France, Italy,
Yugoslavia and Greece. This unit became 1575 (SD) Flight
during May 1943 under the command of Flying Officer (but
soon to be Sqn Ldr) John B. Austin DFC, equipped with two
Ventura Mk IIs (AE881 & AE948) and three Halifax Mk IIs plus
one spare (EB140, EB141, EB142 & EB143). Once it was fully
trained and up to full establishment the first two aircraft left
Tempsford for Maison Blanc in North Africa on 11th June 1943
(Halifax EB140 and EB141) with the sea party sailing from
Liverpool on the 19th June 1943 aboard the White Star Liner
M.V. Britannic, which had been converted to a troop ship.
The remaining pair of Halifaxes departed on 19th June
1943 and the first Ventura Mk II to leave Tempsford was AE881
which set off for Maison Blanc on 23rd June 1943 flown by Fg
Off Cyril Denys Boothby DFM, DFC and his crew, consisting of Fg
Off Figg DFM, DFC, Plt Off Pope and Sgt Lowe, who all arrived
safely next day following an overnight flight. Plt Off Bob Forbes
RNZAF was at the controls of Ventura Mk II, AE948 when it left
Tempsford on 24th June 1943 with Flt Lt Russell navigating, the
other two crewmembers being Plt Off Procter and Flt Sgt
Gibbon. Again they all arrived safely at Maison Blanc next day
on the 25th June 1943 following an overnight transit flight.
Now that all of its aircraft were in North Africa, 1575 (SD)
Flight (except Halifax EB143 which was temporarily
unserviceable) left for their new base at Blida at 1600hrs on the
25th June 1943 and the sea party arrived in North Africa next
day. Unfortunately the sea party were stuck in a transit camp at
Fort de l'Eau until the 30th June 1943 as there was no transport
available to take them to Blida.
Once the air and sea parties were finally united in their
new theatre, 1575 (SD) Flight came under the operational
control of the Special Operations Executive (SOE), whose local
unit was based on the coast west of Algiers and used the cover
title Inter Services Signal Unit 6 (ISSU6). Operations
commenced straight away with sorties to Corsica, Sardinia and
Italy to drop supplies, agents and leaflets and also to gather
radio intelligence. The latter, known as `wireless flights' were
This period photo depicts the flight deck of Ventura Mk II AJ186 and
the forte of the units Ventura Mk IIs, which would orbit nearby
helps to highlight some of the changes which need to be made to this
area of the Revell kit, which appears to depict a very late PV-1 version (or (usually off the coast) at night and establish short range
even PV-2) and not an early Mk II. As can be seen there is only one pilots communications with agents on the ground, whose reports
position on the left so the additional control yoke and rudder pedals are were then passed on to ISSU6. Similar operations were flown
not needed, although Revell have thankfully included the fold-up seat in from the UK by 161 (SD) Sqn using PRU Blue painted Douglas
Havocs and specially modified Wellingtons, although Mitchells
the walkway, which was often occupied by the navigator. Behind the
from 2 Group were also pressed into service in this role during
flight deck the bulkhead also needs to be changed as it was actually
the busy period prior to D-Day.
much smaller and situated directly behind the pilots seat
28-29-Ventura-HIST-MA-1014_MAM-08 12/09/2014 16:18 Page 29
29
See Tonys model build elsewhere in this issue
VENTURA IN COMMONWEALTH SERVICE
In order to extend its range Ventura Mk II, AE881 was detached

away to 328 Wing at Protville in Tunisia for a week on 4th August
1943 for a series of operations to Italy, flown by the newly promoted
(acting) Flt Lt Cyril Boothby DFM DFC. His crew were Flg Off H.R.
Figg, Flg Off D.P. Pope and Flt Sgt R.Lowe . Four ground crew were
also taken to Protville to service the aircraft. Two days later Halifax
EB141 crashed on landing with no casualties but next day EB179
arrived as a replacement, followed on the 10th by two more
Halifaxes (EB188 and EB189). The number of Halifaxes on charge
with 1575 (SD) Flight continued to increase during August and by
the end of the month BB433, BB429, DG357 and EB196 were also on
strength along with more aircrew, which included Flt Off G.H. Ferrell
of the USAAF.
As well as flying on operations the Venturas were also used as
local transports throughout the Middle East by personnel from
ISSU6, but it was during an operational `wireless flight' sortie from
Protville to Italy on behalf of the Secret Intelligence Service (SIS British Military Intelligence) on the night of 7/8th September 1943
that Ventura Mk II, AE948 failed to return. This mission to contact
agents in Italy could well have been in relation to this countrys
impending surrender or the landings at Salerno, but the exact
purpose of the sortie could not be traced. Due to the Ventura`s
vague resemblance to a Do 217, with twin engines and end-plate
fins it is possible that AE948 could have fallen foul to a `blue on
blue' attack by Allied night fighters, which were covering the
Operation Avalanche fleet heading for the beaches at Salerno, or
even to flak from the fleet itself? The experienced pilot of AE948 was
(acting) Flt Lt Cyril Boothby DFC, DFM along with his crew, Plt Off
Donald Pope from Kent, W/O Lancelot Williams from Stoke & Flt Sgt
William Herbert Lowe from Manchester. They were 1575 (SD)
Flight`s first fatalities and the aircraft was never found so the crew
are commemorated on the RAF Memorial at Floriana in Malta which
list the names of all 2,294 British Commonwealth airmen who were
lost with no known grave in the Mediterranean, Italian & West
African Theatres.
Interestingly, Cyril Denys Boothby already had a distinguished
operational record, especially on Special Duties, which included two
crash landings while returning from operations on Whitleys. He was
awarded his DFM on 22nd November 1940 after flying twenty-seven
sorties on Whitleys with 58 Sqn, and during his sixteenth special
duties operation with 161 (SD) Sqn he bailed out of another Whitley
over France in 1942. Successfully evading capture for three weeks
he was passed along the Pat O`Brien escape line to the French
Riviera where he was picked up with another thirty-one servicemen
on the night of 11/12th October 1942 during Operation Rosalind by
the Polish manned Moroccan built `felucca' fishing vessel Seawolf,
which was part of an SOE run flotilla operating from Gibraltar on
covert landing operations. After returning to the UK Boothby was
recommended for a DFC, which he duly received on 8th December
1942 and he remained with 161 (SD) Sqn until May 1943 when he
transferred across to become an original member of 1575 (SD) Flight
at Tempsford. His medals, including the 1939-45, Africa and Italy
Stars were recently sold for 2,300 by Christies.
Another 1575 (SD) Flt aircraft was lost on the 9th September
1943 when Halifax EB197 crashed while returning from operations,
but thankfully the crew survived, and on the 20th Halifax EB188
A restored Boulton Paul Type C turret similar to those fitted to the majority of Ventura Mk IIs, seen in the Air Gunner Association
display at the Yorkshire Air Museum at Elvington
crashed on take-off causing minor injuries to the crew. It was also
decided that the missing Ventura would not be replaced, leaving
AE881 as the sole Ventura still on charge with the flight.
As the workload of 1575 (SD) Flight grew it received more
aircraft as a result and with fourteen Halifaxes and one Ventura on
charge the flight had outgrown itself so it was disbanded at Blida,
Algeria on 22nd September 1943 and became 624 (SD) Squadron,
although the official order for this had actually been authorised on
16th August 1943 and many records erroneously state this date.
The CO of 1575 (SD) Flight, Sqn Ldr John B.Austin now became A
Flight commander and acting CO until Wg Cdr C. Stanbury was able
to take overall command of the new unit and B Flight came under
Sqn Ldr Mawer.
The surviving Ventura Mk II, AE948, also joined 624 (SD) Sqn,
but not for long because on the 27th September 1943 it suffered a
landing accident at Protville in Tunisia and suffered Category B
damage as a result, thus ending the Ventura`s brief flirt with Special
Duties operations. AE948 did not return to the unit but appears to
have been repaired as it was not struck off charge until 1945.
On the 1st October 1943, 624 (SD) Sqn deployed three Halifaxes
(BB444/O, BB433/K and BB429/N) over to Protville as a forward base
for operations where they were joined by three more from 138 (SD)
Sqn in the UK and on 15th October 1943 Halifax EB197 flown by Flt Lt
Ruttledge and crew left Blida for Malta to conduct long range sorties
to Czechoslovakia. Next day on 16th October 1943 the remainder of
624 (SD) Sqn left Blida for Protville but not for long as they moved on
again to Sidi Amor in Tunisia, then on again to Tokra and finally onto
Brindisi in Italy during December 1943, to extend their reach over the
Balkans. The two Venturas were never replaced, leaving the unit
equipped solely with Halifax Mk IIs and Vs for operations, although a
Baltimore does appear to have been used as a unit `hack' to fill one
of the roles carried out by the Ventura, and the remaining Ventura
crewmen were posted out, apart from navigator Flt Lt Russell who
remained with 624 (SD) Sqn as its Adjutant.
Following a move back to Blida in February 1944 to help

support underground forces during the lead-up to the invasion of
France, 624 (SD) Sqn received a few Stirling Mk IVs but following the
Operation Dragoon landings in Southern France during August it was
disbanded in September 1944. This left 148 (SD) Sqn (flying the
Halifax Mk II/V) to become the sole remaining RAF Special Duties
squadron in the Mediterranean theatre although it was ably
supported by 1586 (Polish) Flight (flying a mixture of Halifax Mk IIs
and Liberator Mk IIIs) and a detachment of Dakotas from 267 Sqn.
Ventura Mk IIs flown by 1575 (Special Duties) Flight

AE881
Delivered to Prestwick, Scotland on 24th June 1942, this aircraft saw
service in the light bomber role with 487 (NZ) Sqn in 2 Group, before
moving to 161 (SD) Sqn at Tempsford, where it went on to join 1575
(SD) Flight. After moving to N. Africa with this unit it was lost
without trace on an operational flight to Italy on the night of 7/8th
September 1943 (some records incorrectly state the 10th, which is
when the a/c was officially SoC). Plt Off (acting Flt Lt) Boothby DFC,
DFM and his crew- Plt Off D.P. Pope, W/O L. Williams, & Flt SgtW.H.
Lowe who were all killed.
AE948
Arriving in the UK from the USA on 17th June 1942, this aircraft
served on trials duties with the Royal Aircraft Establishment before
joining 161 (SD) Sqn at Tempsford and moving on to 1575 (SD)
Flight. It also flew to North Africa with this unit and following the
loss of AE881 it was the sole surviving Ventura to join 624 (SD) Sqn.
It received Category B damaged during a landing accident at
Protville, Tunisia on the 27th September 1943. According to records
it must have been repaired as it survived (on paper at least!) to be
SoC on 22nd February 1945 but no further details are
available. MA
30-33-Ventura-1/48-MOD-MA-1014_MAM-08 12/09/2014 16:17 Page 30
30
VENTURA MK II
Special Ventura
Modelling the Revell Ventura Mk II in 1575 (SD) Flight Colours & Markings
By Tony OToole
o most people the Ventura Mks I & II conjure up

images of daylight raids over occupied Europe
by the RAF`s 2 Group and the large number of
casualties incurred by the RAF, RAAF and RNZAF
squadrons operating the type in this role. However this
version of the Ventura also saw much wider service
throughout the air forces of the British Commonwealth

as we shall see in further articles to come in this series,
and after finding out about the little known use of this
version in the Special Duties role and locating an
extremely rare photo of one of these elusive aircraft, I
just had to model one of these instead.
This kit by Revell has been much anticipated since the earlier
release of the PV-1 (GR Mk V in UK parlance) and it is a very good
attempt, however there are some silly mistakes too. On the plus
side, Revell have listened to modellers by changing the propellers
from the original PV-1 issue and providing the correct paddle-style
blades with this kit. The bulbous Boulton Paul Type C turret and the
This new kit is based on the previous PV-1 and included here
are the new parts that have been added to build the earlier
variant including clear nose, Boulton Paul Type C Turret,
improved paddle bladed propeller, nose cupola with guns,
decals for UK based aircraft from 464 Sqn RAAF and 487 Sqn
RNZAF plus some very useful paint masks
Revell have captured the shape of the Boulton Paul Type C

turret nicely. Many modellers were concerned about this
being done correctly but it doesn`t look bad at all
All of the Ventura Mk IIs flown by 2 Group in the UK had guns

fitted in the extreme nose which fired through the nose
cupola. The strengthened mount for the guns was fitted
inside the glazing, however on the kit this is incorrectly
moulded onto the outside of the clear part instead. Painting
the inside of the part should hopefully help disguise this to
some extent? Many early Venturas serving elsewhere often
had the nose guns missing and the openings were plated
over. Note the lack of clear bulges on the cockpit canopy
31
SPECIAL VENTURA
These are the kit decals for a pair of 2 Group Ventura Mk IIs
belonging to 464 Sqn RAAF and 487 Sqn RNZAF, and a very nice
touch is the provision of decals to replicate the curved rubber
anti-icing strips from the tail fins as these can often be hard to
mask. Another nice inclusion is a set of paint masks which come
in really handy, especially for the turret and the nose glazing
Another unfortunate inclusion are the US bombs as the

Ventura Mk IIs operating within 2 Group in the UK were
equipped with British 250 lb and 500 lb bombs. The
instructions also show drop tanks fitted below the wings yet
these were not used by this earlier variant and the location
points under the wings need to be filled
More of the kit paint masks have also been applied to the transparent parts of the Boulton
Paul Type C turret and the interior parts of the turret have been painted. To make the flight
deck more accurate a sunscreen has been made from painted paper and mounted upon wire
runners made from guitar strings
Here the cockpit is finally finished. Later additions include the seats and an ammunition box
from the spares box mounted inbetween the guns in the nose compartment roof. Also added
was a triangular shaped piece of plastic card above the instrument panel to provide the
coaming. Apart from the tables and bulkheads, which were added earlier, extra scratchbuilt
items include a chart table in the rear cabin, armour plating behind the pilot's seat and a
sunscreen in the canopy roof made from painted paper mounted upon guitar string runners
A closer view of the fully modified cockpit deck

with its additional clear bulges and sunscreen
made from paper and wire runners made from
guitar string. The kit-supplied paint masks are
also in place
This is my attempt at rectifying the fault with the kit canopy,

by removing a pair of blisters from the spare vacform canopy
from a resin Blenheim kit and attaching them to the Ventura
canopy using white glue. Some of the excellent paint masks
from the kit have also been attached here
The first part of the cockpit alterations were to add a new floor behind the flight deck and a
table for the wireless operator, using plastic card, and to cut down the kit's flight deck bulkhead
part. Some parts from the spares box were added to the wireless operators position to make it
look a bit busier too. Like the earlier Hudson versions, most Ventura Mk Is & IIs were ordered and
paid for by the UK Government, so as per customer requirements the interior was finished in
Interior Grey Green rather than the later Lend-Lease aircraft which had US interior colours
To add a bit of interest the elevators have been removed from the tailplane using a razor saw
in order to mount them slightly depressed. For some reason Revell have added raised
manufacturer's details on the underside of one of the elevators as per the old Monogram kits,
but this can be carefully removed using a craft knife and a sanding stick
Here is the finished tailplane, the

parts were marked with their
position after removal using a
ballpoint so that they could be
repositioned correctly after their
leading edges were rounded off
to aid their relocation
32
VENTURA MK II
As the Ventura Mk II did not carry drop tanks under the wings, so the holes for these need to
be filled. The best way to do this is the remove the top of the pylon from each drop tank, fit
these into the hole in the wing and after the glue has well and truly set these can be cut
down and sanded to blend them into the wing
Revell have listened to modellers by providing a new corrected set of paddle-bladed

propellers in this kit. On the left are the new parts from the Mk II kit and on the right are the
incorrect parts from the original PV-1. Well done Revell
With its nacelles complete and converted engine cooling gills in place, here is the left wing
finished apart from some sanding of the seam lines. Do not forget to paint the lugs that connect
to the fuselage in the interior colour as these can be seen through the windows once in place
Having spent some time researching the camouflage pattern, this SD Ventura appears to have
a mirror image of the usual camouflage pattern and of course the Dark Green areas have been
replaced by Middle Stone. Using a plan drawing printed from the computer (thanks Peter) the
pattern was drawn out and then brush-painted using Polly Scale Acrylics. A few more coats of
Dark Earth are required before the Night undersides and sides can be masked off
A characteristic of many Venturas was that they were parked with the cooling gills of their
engines opened slightly, but the kit parts have these moulded tightly shut. To give your
model more character a set of replacement resin cooling gills is available, complete with new
cowlings from Vectra, but in this case the kit gills were opened out instead using a razor saw
The kit wheels (centre) are not bad but many earlier Venturas had covers over the hubs so a
set of the far superior resin wheels from Ultracast were ordered instead
Although it cannot be seen on the reference photo, considering the huge flames visible from
the exhausts of a Ventura flying in the dark, it is most likely that the SD Venturas would have
been fitted with flame dampers. Later Ventura GR Mk Vs had huge British-designed
cylindrical units fitted where needed, but in this case the original American style resin
exhaust dampers left over from the Fonderie Miniatures Ventura kit have been used instead
The decals are a combination of red serial and code letter A obtained from Aviaology decals and
national markings from Xtradecal and Modeldecal generic sheets. As the reference photo only
shows the code letter a 50-50 guess had to be made as to which serial to apply and as AE881 would
appear logical this was chosen, especially as the model could then help to commemorate Plt Off
(acting Flt Lt) Boothby DFC, DFM, Plt Off D.P. Pope, W/O L. Williams, & Flt Sgt W.H. Lowe who all lost
their lives in this aircraft on the night of 7/8th September 1943 during a wireless sortie to Italy
www.testors.com
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To sum up this was a most enjoyable model to build but the subject has not been fully researched by Revell resulting in
some silly errors, especially the cockpit canopy and the interior bulkhead behind the flightdeck. The latter is easily fixed
but the former is a harder proposition altogether and I hope that Revell provide a revised part or more realistically, that
aftermarket manufacturers help fill in the void with a new canopy complete with clear bulges. I did like the new BP Type C
turret and will certainly be buying more of these kits if they become available in the UK, especially as Aviaology in Canada
have announced a pair of decal sheets for RCAF Venturas that contain some superb options
clear nose with its integral gun position looks good too, although
the strengthened gun mount for these guns is moulded onto the
outside of the clear part when it was actually on the inside. On
the negative side Revell have included the same cockpit canopy
as in their PV-1 kit, whereas the Ventura Mk II had two prominent
clear bulges, one in the roof and one on the left hand side, and
these will be very difficult for the modeller to correct. Another
error carried over is the flight deck, as the Mk II
only had one pilots position, the bulkhead
behind the pilot's seat is incorrect, and the
wireless position directly behind the pilot is
missing altogether. MA
04916
Messers
chmitt
Bf109E
04912
Spitre
Mk.I
Also Available:
04914 Hawker Typhoon Mk.IB
04915 Hawker Tempest Mk.V
04917 Focker Wulf Fw190-A8
04918 Junkers Ju87B Stuka
04919 Messerschmitt Me262A
Available from branches of
and all good model stockists.
Visit our international web site at www.revell.eu

Revell GmbH, HP23 5AH.
Tel: 01442 890285. Email: ukbranch@revell.de
2013 Revell GmbH. A subsidiary of Hobbico, Inc.
All rights reserved. Trade enquiries welcome.
34-36-Spitfire-MOD-MA-1014_MAM-08 12/09/2014 16:17 Page 34
34
ES127. First step was to tape the fuselage halves together and
mark out the location of the new cockpit
ES127 - a one-off Spitfire, with an unresolved history
Scratch-built cockpits with the fuselage ready to be joined.

ES127 build sequence
Enigma Variations

By Andy Brook
either the Royal Air Force nor the Fleet Air

Arm actually had a requirement for trainer
Spitfires or Seafires. The British carried out
their advanced flying training on something
like a Harvard, and then expected the tyro pilot to
convert onto the single-seater fighter. So, although
Supermarine suggested the idea in 1941, it didnt take
off. They came back to it after the War, presumably
looking at providing customers with a safer way of
training new pilots for the second-hand Spitfires and
Seafires which were starting to flood the market.
The private venture prototype was a modified Mk VIII airframe,

MT818, which became the civil registered G-AIDN and flew, in a
splendid all-yellow livery, in 1946. The cockpit was moved forward by
13 inches, a second cockpit was inserted behind for the instructor,
with a large balloon-like canopy, and some changes were made to
the fuel tanks. The British remained uninterested but Supermarine
secured orders for twenty aircraft. Ten went to India, six to Ireland,
three to the Netherlands and one to Egypt, all converted Mk IXs, and
called accordingly, the Tr.9. The last users were the Irish, who retired
their final Tr.9 in 1961. Many then found their way on to the civilian
market and the warbird scene, including MT818.
I had already built a couple of the Irish Air Corpss Tr.9s in 1/72,
but my interest was sparked again by Dr Alfred Prices seminal work,
The Spitfire Story. Whilst the Tr.9s were suitably covered, there were
also some tantalising photographs of a couple of oddities, the Soviet
Mk IX UTI and a rather interesting British Mk V, ES127.
The Soviet UTI - another rather different member of the

Spitfire family
So, there was my next modelling theme. If the Soviets and the
Brits could manage a bit of 1/1 kit-bashing, so could I, in 1/48. I
decided to start with the British aircraft, but first I had to undertake
some research of my own. So, for the moment, the UTI would have
to take a back seat (sorry, pun intended).
ES127 History Bashing

So far as is known the first two-seat Spitfire to fly was a locally
modified Mark V, ES127, operated by No 261 Squadron in the Middle
East in 1944. This aircraft had the normal fuel tanks in front of the
cockpit removed, and a seat fitted in front of the normal cockpit
with a windscreen but no canopy. This aircraft probably carried its
fuel in wing tanks. There was no second set of controls and the
aircraft could only be used as a runabout. So writes Dr Price,
accompanying a photograph of Spitfire Mk Vb ES127, evidently in
desert camouflage, and bearing the codes KJ-I. Now, although I
hesitate to disagree with Dr Price, Im not convinced that he, or
others who have commented in print on ES127, are accurate.
Admittedly, I have only used published and Internet sources, but
most of whats been written about ES127 doesnt make sense and I
could find no information on what engineering changes were made.
Dr Price is correct that a fuel tank must have been removed, but
everything else seems to be supposition. The only hard evidence
35
ENIGMA VARIATIONS
The 4 Squadron codes, KJ-I, were a problem, but I used the 1/48 profile in Datafile No.1 to
make some templates. ES127 build sequence
about ES127 seems to be those two photographs, both of the port
side after conversion.
261 Squadron RAF

Dr Price isnt the only author to attribute ES127 to 261 Squadron.
According to Steve McLeans Spitfires in the SAAF, it is known that a
two-seater was flown by 261 Squadron (RAF) in 1944, and records
show ES127 serving on that squadrons strength in the
corresponding period. Known by whom?
Although I couldnt pin down its origin, the Internet does
provide what may well be the source for the claims that ES127 had
been with 261 Squadron. Looking like one of the records in the
detailed and authoritative Spitfire production lists
(http://www.airhistory.org.uk/spitfire/home.html), I found this:
ES127 39MU 10-11-42 82MU 27-11 Emp Clive 11-12 Tak 23-2-43
NA 30-11 261S second cockpit instal Catania Sicily 1944 SOC 9-20-47.
This should mean that ES127 went through the hands of two
Maintenance Units in Britain in November 1942, before being sent
overseas in the SS Empire Clive, arriving at the port of Takoradi in
Ghana in February 1943. It was then in North Africa on 30 November
1943, and on the strength of 261 Squadron (261S) when a second
cockpit was installed at Catania in 1944. The aircraft was then struck
off charge on 20 September 1947 (assuming an American-style date).
261 Squadron RAF had indeed been formed on Malta in 1941.
But from early 1942, before ES127 was even built, it was thousands
of miles away, in the Far East, where it stayed, flying Hurricanes and
later Thunderbolts. So ES127 can never have been part of 261
Squadron.
417 Squadron RCAF

The data currently available in the Spitfire production lists is crucially
different:
ES127 Vb CBAF M46 39MU 10-11-42 82MU 27-11-42 Empire
Clive 11-12-42 Takoradi 23-1-43 NAfrica 30-11-43 417S second
cockpit install Catania Sicily 1944 SOC 8-3-44 to GI airframe
This time ES127 is listed as being part of 417 Squadron (417S),
and as being struck off charge on 8 March 1944, to become a ground
instructional airframe.
Robert Humphreys in SAM Datafile No.1 picks up the attribution
to 417 Squadron and has a colour profile of this very aircraft. This
carries the caption, 'Spitfire Mk V, ES127, seen at Malta in late
1943/early 1944. Code belongs to No. 4 Squadron, South African Air
Force, but its an ex-417 Squadron machine, and it is believed that
this local mod into a two-seater was built up from a number of
cannibalised parts.
SAMI readers will be pleased to know that this is a more
On the basis of the tone of the red spinner and rudder tip, I decided to use RAF insignia red, not
SAAF orange
accurate summary. That said, I havent come cross mention of Malta

in my research and the two photographs are usually said to be at
Catania, Sicily.
417 Squadron RCAF was in the correct theatre of war. It
converted to Spitfires in early 1943, and took part in the invasion of
Sicily in July-August 1943. It was based near Catania, where it
converted to the Spitfire Mk VIII. It was in mainland Italy from
September 1943, where it remained for the rest of the war.
Although it may also draw its information from the production lists,
the Internet provides a list of serial numbers of Canadian Spitfires
(http://www.rwrwalker.ca/RAF_owned_DV100.html), which also
puts ES127 with 417 Squadron, but notes that it had moved on
before the conversion. So, the evidence suggests that ES127 could
have been on 417 Squadrons books some time during 1943.
First thing to do with the Mk IX was to mark off the areas of

fuselage that were going to be removed
4 Squadron SAAF
The code KJ did belong to 4 Squadron, SAAF, though neither
production list puts ES127 on its strength. 4 Squadron converted
from Kittyhawks to the Spitfire Mk Vb, just in time for the invasion of
Sicily in July/August 1943. Like the Canadians, the South Africans
were based near Catania, and followed them to the Italian mainland
in late 1943. ES127 must have served with 4 Squadron long enough
to receive its code and its distinctive red rudder tip.
Although often claimed, there is strong primary evidence,
however, that the two-seater conversion was not carried out by or
for the South Africans of 4 Squadron. Steve McLean records that he
carried out extensive enquiries of former 4 Squadron personnel on
this very topic. None had any knowledge of the modification.
So, the quoted squadrons, dates and locations dont stack up.
But the evidence is pretty clear that ES127 was not modified for 261,
417 or 4 Squadron. What we can assume, however, is that, if it were
carried out at Catania, the conversion would surely have been by the
resident maintenance unit, MU 118.
In early 1944, the war in Italy was in full flow, even if it had
moved away from Sicily. Italy had joined the Allies, but the Germans
were fighting fiercely. Squadrons were flying combat missions from
forward bases in Italy and the MUs would have had their work cut
out repairing broken airframes and assembling new ones for the
front-line. This surely wasnt a time for a MU to build a runabout or
for a squadron to fly one. However, the conversion of ES127 is fact,
so there has to be an explanation.
Brooks Theory
ES127 was on charge to 417 Squadron in mid-1943, as the
squadron fought its way from Egypt through North Africa and on to
Sicily. When 417 converted to the Mk VIII, it passed ES127 on to 4
The UTI seat is a simple bucket constructed from plastic card,

and the instrument panel, its rounded cover and the wheellike control stick, are from the spares box. UTI build sequence
Squadron, which was also resident in Sicily at the same time. Maybe
ES127, after heavy use, went unserviceable, possibly in North Africa,
and was at Catania with MU 118 for repair in late 1943. By then, the
war and 4 Squadron had moved on and the Mk Vb was obsolete.
Perhaps in early 1944 there was a requirement in Sicily for a
fast communications or personnel transport aircraft. So, MU 118
decided it could convert ES127, as it was no longer on any
squadrons charge. External fuel tanks would have been needed to
give the range to reach mainland Italy, Malta or North Africa, but
there were plenty of airfields in Sicily in range of the remaining
tanks. Or perhaps the MU just wanted to give its staff an aerial tour
of the sights of Sicily. Whatever the reason, the MU did the
conversion. But they hadnt painted out the codes before the
photographs were taken.
All that assumes ES127 was actually meant to fly. Perhaps the
conversion was just a bit of engineering practice, providing some
ground instruction on a non-flying SOC airframe before it was
scrapped in March 1944?
ES127 kit-bashing
As ever, the history can be a distraction from the serious business of
modelling. In my stash was an old Airfix Vb. Not a bad kit in its time,
it would be fine for this purpose, given my intention to hack it
about. It should have been an easy conversion, except that I had
used the cockpit parts for something else, so more scratch-building
36
I added some plastic card to the fuselage behind the rear

cockpit to account for the greater width of the sliding hood.
UTI build sequence
I gently heated some thin clear plastic and bent it into a curve
around a pencil, then carefully cut the best to size and shape
and stuck it in place. UTI build sequence
would be needed than necessary.

First step was to tape the fuselage halves together and mark
out the location of the new cockpit. Then the cut was made and
sanded to produce a regular shape. I could then turn my attention to
both cockpit interiors. I based my scratch-building on some ICM
parts, and used plastic card to build the bulkheads, seat assembly
and control panel in the pilots cockpit. The forward cockpit was built
out of plastic card too, but I placed an ICM firewall, turned around
and modified, in its prototypical location. I also assumed that only
the top fuel tank had been removed and that any passenger would
have been in for an uncomfortable ride!
After that, the build was routine and from the box. The only
change I made was to use an Italeri Hurricane de Havilland spinner
and blades instead of Airfixs Rotol versions, as that seemed to
match better the photographs. Windscreens and canopy were a
combination of the kits parts and some Falcon vacforms.
The paint scheme was the RAF standard desert camouflage but
my take on the slightly different hues evident in the monochrome
photographs of the camouflage on the nose was that the MU had
replaced the engine cowling, and the new one was in Ocean Grey
and Dark Green. That may not be correct but it makes for an even
more interesting model. Given my theory on the clapped-out nature
of this airframe, I had sprayed on some aluminium as the first coat,
and when all was dry, roughly sanded the topcoat to give a heavily
chipped and battered appearance on all but the new cowling.
National markings were from the spares box. Again on the basis
of the tone of the red spinner and rudder tip on the photographs, I
decided to use RAF insignia red roundels rather than South African
orange. The very distinctive style of the 4 Squadron codes, KJ-I, was
a problem, but I used the 1/48 profile in Datafile No.1 to make some
templates and painted them on in white.
So, that was that: a one-off Spitfire, with an unresolved history.
intended training role, we should assume that the rear cockpit had
dual-controls for the instructor.
Photographs provide evidence for the conversion of an early Mk
IX (possibly a Mk IXc), with full span wings and rounded rudder, and
of a Mk IXe, with clipped wings and pointed rudder. The
photographs show aircraft wearing their standard RAF Ocean
Grey/Dark Green/Medium Sea Grey camouflage, but also the Mk IXc
in a uniform overall dark colour, usually said to be green.
My UTI kit-bashing
The stash this time produced an ICM Mk IX. As this was actually
the Soviet IXe version of this kit, decals werent going to be an
issue, and I decided I was going to make the one-colour Mk IXc
conversion. First thing to do was to mark off the areas of fuselage
that were going to be removed. For this, I found a side drawing on
the Internet and resized it to 1/48, before using it as a template
for my cuts. I decided that the Russian engineers would have
provided the instructor with the same sized access door as that for
the trainee pilot.
Once the damage had been caused to the fuselage halves, it
was on to the relatively simple task of producing the new cockpit. I
dont know what spare parts the British provided, or whether the
Russians cannibalised existing or crashed airframes, but I decided
that they would have used what they had available or manufactured
parts themselves. So, the seat is a simple bucket constructed from
plastic card, and the instrument panel, its rounded cover and the
wheel-like control stick are from the spares box. My aim was to have
the Russian rear cockpit looking subtly different from the British.
In order to accentuate the difference, I painted the front cockpit
as normal, but the seat and new door are aluminium, as if newly
constructed, with no perceived need to waste any paint. The
instrument panel was embellished with individual dial decals from
an Airscale generic RAF sheet (highly recommended). After the
cockpits were completed, the fuselage halves were joined up and
the rest of the construction proceeded without much of a hitch. I did
change my mind over which access panels to use over the cannon
bays and, following the example of the original, I added some
plastic card to the fuselage behind the rear cockpit to account for the
greater width of the sliding hood.
Before tackling the problem of the new canopy, I spent some time
agonising over which shade of green to use. I cant say I found the
Internet advice that helpful, so opted to use Tamiya X-58 Olive Green.
As noted above, the red stars were from the kit. I chose not to place
stars on the upper wings, on the basis that if the Russians were going
to respray this airframe, they would follow their usual custom, rather
than overpainting the RAF roundels. There were no other markings or
stencils evident in the photographs, and the paint job looked to be
pristine, so I skipped any weathering and the job was quickly done.
The canopy was the final part of the construction, and was
always going to be the difficult part of this conversion. In the end, it
wasnt too tricky. The Internet photographs arent too clear, but I
believe the glass between the two sliding hoods would have been a
simple curved half cylinder, with a shaped rear to allow the after
hood to shut properly. So, over a tea light candle, I gently heated
some thin clear plastic (the stuff that comes around the collar of a
new shirt in the UK), and then bent it into a curve around a pencil.
After a bit of trial and error, I produced enough examples to allow
me to select the best, which I then carefully cut to size and shape
and stuck in place. Masked and painted, it fitted the bill perfectly.
All that was left was to glue a couple of ICM sliding hoods into
position and I had another rather different member of the Spitfire
family for my collection.
Conclusion
These really were two simple conversions to make two unusual
Spitfires. Both aircraft represent something of an enigma. No-one
now knows how ES127 came to be converted; and no-one (in the
West at least) knows how many UTIs were produced or what
happened to them. In cases such as these, its perfectly possible to
make decent models of the real things, based on photographic
evidence, without bothering about the history. But for me, its the
history that makes them come alive. Just remember not to take
anything at face value, unless its a primary source. MA
UTI the historical bit

When it came to turn my attention to the other major bit of 1/1 kitbashing, the research, fascinating though it would have been, didnt
take long. Other than a handful of monochrome photographs,
theres nothing available.
Perhaps one day well find out, but, to date, we dont know how
this uchebno-trenirovochnyy istrebityel (UTI training fighter)
conversion was carried out or how many airframes were modified.
We do know that it was Soviet practice to have two-seater versions
of its fighters, so its not surprising that they should choose to do the
same for their Spitfires.
The Russians took a more minimalist approach to their
conversion than Supermarine. They simply extended the cockpit aft
and added the second instrument panel and seat in the radio
compartment. A standard sliding hood was provided for the
instructor. Photographs suggest that the as-fitted cannons and
machine-guns were removed, though some suggest machine-guns
may have been inserted into one of the cannon bays. Given the
My aim was to have the Russian cockpit looking subtly different from the British
38-40-Intruder-MOD-MA-1014_MAM-08 12/09/2014 16:16 Page 38
38
A-6E TRAM Intruder
Take the TRAM
Second Time Intruder

By Garry F. Prettyman.
s far as I am aware there have only been

three 1/48 A-6s. The now very old Monogram
kit, which for its age still holds up well, then
we had the one from Kinetic which certainly
raised the bar in terms of new mould technology and
level of detail, and now to round it off we have the
HobbyBoss A-6 with all the above and a lot more.
This new model is the second boxing offered by HobbyBoss, the
A-6E/TRAM version, the other being the A-6A, released to much
acclaim. This kit has been scaled down from the Trumpeter 1/32
Intruder and that kit is spectacular so lets see if this is as good.
When the box is opened we find it is crammed full of plastic
parts. All the sprues are individually bagged and in total there are
twelve main sprues in medium grey plastic, three clear sprues and
(they are crystal clear), white-metal undercarriage legs, a small
etched fret, three large decal sheets, and rounding off this
package we have the usual instruction booklet, which is clear and
concise. The detail is crisp and flash free and there are a lot of
options to considerer.
Starting off, as with most kits construction begins with the
cockpit. The cockpit tub is very well detailed with raised dials and
such. I fitted all the necessary parts such as the control stick, the
navigators control stick, and rudder pedals, then the whole cockpit
was sprayed with Gunze/Sangyo Dark Gull Grey. The instrument
panels I hand painted with Tamiya Nato Black. This included the
main instrument panel, of which there are two, one for the straight
E model and one for the Target Recognition and Attack Multi-Sensor
version, or TRAM for short. After the cockpit tub was dry I sprayed on
a coat of matt varnish to protect the paint from the weathering
stage. This involved using some Raw Umber oil paint thinned heavily
and applied as a wash. The details were picked out in various colours
from the Tamiya paint range.
I dont know what ejection seats came with the A version but
they should be Martin Baker Mk GRU-5s, and with the E
version they should be Mk GRU-7s. I didnt use the kit
seats, although they are fine. Instead I used a spare
set of resin seats that I had intended to use with
my old Monogram A-6. These had more detail
and had the seat belts moulded on.
A-6E TRAM Intruder

Scale: 1/48
Kit No: 81709
39
TAKE THE TRAM
The radar installed. Good detail but like most things it could
be improved
A view inside the cockpit looking at the instrument panel
A view of the underside - not much filler used at all
Sub-assemblies ready for installation
The tiny brass fret, which gives you some very useful
detail parts
The wing join is typically poor if you want the wings spread
The ejection pull handles were made from twisted yellow and
black wire. It then was just a case of painting them and installing
them at a later date.
The rear panel, which houses the canopy mechanism and
some electrical boxes, was sprayed Gunze Sanyo Dark Iron and
then just given a light rub to highlight the raised detail - that goes
for the instrument hood front panel as well.
I put this assembly aside for now and moved on to the
undercarriage units. These are made up from a central white-metal
insert and the plastic parts are wrapped around the metal leg.
Lovely detail once again. In step Four HobbyBoss suggest that the
front undercarriage unit be fitted at this point, I test fitted the leg
in place and found that I could install it later in the build, that
went for the main legs as well.
The engine intake trunks were next and before anything was
fitted I cleaned up the joins inside as these could be seen. The
engine faces I painted a steel colour from Gunze Sangyo. The two
The nose has been fitted and the intakes filled with foam,
ready for painting
intakes were now fitted into their respective fuselage halves and
the fit was perfect.
The instructions show fitting the airbrakes but most aircraft
had the doors welded closed so I fitted mine in the closed position.
After much thought I decided in the end not to have the
radome open as it could easily be broken off. I did, however, make
and fit the radar and I must say it was pretty impressive. This little
kit in its own right would make a good starting point for the super
detailers. Its nearly all there - just add wire.
Time now to fit all the internal parts to the fuselage, cockpit
tub, nose wheel housing, insert for the tail hook, and finally the
rudder. Again the fit was very good - only the spine needed some
filler and that wasnt much. Before I applied any filler I left this
assembly overnight to dry completely.
While the fuselage was drying I tackled the inner wings. The
flaps and slats for both the inner and outer parts of the wings were
constructed and again these would be fitted at the end.
After fitting all the external parts to the outer wings I was
thinking: wings folded or open? I did check what it would look
like folded and what it would look like when closed, and the fit
was excellent both ways, but in the end I went for wings in the
open position. There is an option to have the speed brakes in the
open position but I chose to have them closed as you dont often
see the brakes open when the aircraft is on the ground. Also,
dont fit the Ram air turbine (RAM) as it is the wrong shape, this
one is for the A version.
With all the filling and sanding complete I now brought
together all the previously assembled parts, and with that done I
started to fit some of the smaller parts such as air scoops.
I also fitted the nose at this point and again not a bad fit.
40
A-6E TRAM Intruder
Primer on and drying

There is a small electronics bay, which fits to the radar assembly and
only needed a little blending in with filler. You could if you wish
insert the TRAM turret instead of the electronics bay.
I had already pre-dipped the canopy in Klear and pre-masked it
and it was at this point that I fixed on the front part and temporarily
fitted the rear. All the parts for the inside of the rear canopy would
be painted up and installed when paint was complete.
HobbyBoss provide the boarding ladders as a small plastic part
to which you use some of the etched brass for the steps, and these
are extremely small and have to be bent into shape. This was
achieved by using my old hold and fold tool. It was a bit tricky but I
think the end result was well worth the effort. Again I left these off
until the end.
The biggest difference between this kit and its big brother is
you dont get two fully detailed engines and you dont get the drop
down electronics bay. HobbyBoss provide engine covers, which fit
very neatly into their respective places, as does the cover for the
electronics bay.
Once the engine covers were in place and dry I fitted the
remaining air scoops and any others parts ready for painting.
Undercarriage doors, weapons pylons, and fuel tanks would be
painted separately. Before any painting took place I went round the
model checking that I had taken care of any gaps. Happy so far I
wiped it down with Polly-s- cleaner and then sprayed the whole
model and everything else in Vallejo primer and left it for twentyfour hours to cure fully.
HobbyBoss provide two options, one in Gull Gray and White,
the other in the subdued two-tone greys.
It was at this point I made a conscience decision not to use the
decals provided as the colour for the stars and bars is wrong, the
blue being too light. Some of the stencilling is readable and quality
control must have missed this one as the stencil reads Kalkway
instead of Walkway. This also appears in the 1/32 example.
In the end I chose a set of decals from Fightertown, set number
48-072, and this gives twelve marking options. I went in the end for
an A-6E from VA-35 BuNo 152600 aircraft number 500, this aircraft
serving aboard the USS Enterprise (CVN 65). The aircraft is painted in
the classic Gull Gray and White.
I made sure the primer was completely dry and happy that it
was I checked over the model again for flaws, after which the model
was pre-shaded with Tamiya black paint.
I started by painting the underside with Tamiya flat white,
heavily thinned with Ultimate airbrush thinner, and this was sprayed
on in thin layers until the effect I was looking for was achieved. For
the top colour I used White Ensign Gull Gray and again this was
sprayed on thinly. I lightened and darkened the Gray and sprayed
both colours on to produce a slightly worn effect, as even though
this was the bosss aircraft it was still in combat so cleaning took a
back seat.
The demarcation line between the two colours was achieved
with White Tack formed into worms.
Leaving the paint to dry for twenty-four hours I then sprayed
on two good coats of Johnson's Klear in preparation for the decals.
As you would expect they went on without a hitch using Micro Set
and Sol.
Another coat of Klear was sprayed on to protect the decals
ready for the next stage in the weathering.
For this stage I used Flory Models Dark Dirt Wash applied as per
the instructions. Once dry, which normally takes around half an
hour, you just take some cotton buds and wipe away the surplus
leaving the wash just where it was meant to go - in all the panel
lines. With that stage complete a final coat of flat varnish was
applied.
All the bits I had previously assembled and painted could now
be placed on to the model, and this also included some of the small
etched brass aerials and boarding ladders. The undercarriage was
installed and the aircraft was finally standing on its own three legs.
HobbyBoss provide an extensive array of weaponry:
Centreline fuel tank
Four wing tanks
Two GBU-8s
Six Mk 82- bombs
Twelve Mk 81 bombs
Twelve Mk 20 bombs
Two M117- bombs
Use a Sharpie pen to paint round the doors

Top tip number one! Before fitting the undercarriage doors use
a thin-tipped Sharpie pen to paint around the door edges. Its a lot
easier than using a paintbrush and quicker. During the painting
stage I used a couple of new products - well to me anyway - from
the Ultimate company. These are an Airbrush cleaner and Airbrush
thinners. I used the thinners for all my acrylic painting and I must
say it worked absolutely brilliantly. There is a downloadable paint
ratio chart giving the ratios for all makes of acrylic paint from
Agama right down to Xtracrylix.
Conclusion
Another stunning kit from HobbyBoss with loads of detail and
options. Did it need engines and the drop-down electronics well?
Some may argue that it would have been nice, but in the end I still
loved this kit. I enjoyed every minute of it. The only downside was
the decals, and I wish both HobbyBoss and Trumpeter would let one
of the major decal manufactures do their decals for them. This aside,
the kit is a superb overall package. MA
41-MiG15-MOD-MA-1014_MAM-08 12/09/2014 16:50 Page 41
41
Red Leader
By Bill Bunting
duards kit is a new release and amongst their

best efforts. The content and packaging is first
class, and while it is more expensive than the
competitors a basic Weekend edition is also
available at a lower price.
This is the Profipack boxing, meaning that in addition to the

plastic sprues, you receive photo-etched parts, canopy masks and
multiple decal options. The instructions include colour painting and
decal guides for the five options, each with four views of the subject.
The instructions are quite clear and include colour callouts for Gunze
paints throughout.
MiG-15bis
Scale: 1/72
Kit No: 7056
Decal Options: 5
Manufacturer: Eduard
The plastic parts are excellent featuring
superb engraved and raised details.
Transparent parts are thin, crystal-clear and
are separately bagged. Photo-etched parts
include coloured details for the cockpit and
seat plus tiny parts for the landing gear tiedown rings. A pre-cut masking sheet covers
the canopy and some additional clear windows. The excellent decals
are by Cartograph.
The cockpit consists of plastic parts and pre-coloured PE parts
including seat belts. Eduard suggests Gunze H308 for the interior
grey but I used H337as it was closer to the PE grey. About seven
grams of nose weight was added as shown in the instructions, and it
is a good idea to paint the exterior of the

engine tube as it can be seen through the
lower fuselage windows later on. Although
there are no location pins on the fuselage
or wing halves, they fit together precisely
due to the location of the interior details.
The wing-to-fuselage fit required
some trimming and a small amount of CA
for filler. The tailplanes required trimming
to fit perfectly. The lower gun bay panel
also needed a little trimming and filling to
blend in. Be careful when picking the parts
from the trees. There are choices for the
right lower wing, gun bay panel and intake
splitter based on the version you are
making. I got two out of three right and it
was far too late to change the gun bay panel once I realized it was
wrong. As a result, the armament
shown here is not correct nor as
Eduard would instruct you to have it.
The intake splitter for the Korean/
version has a landing light that should
be masked and this is not mentioned
in the instructions.
The wheels feature separate hubs
to ease painting and to allow a choice
of designs. These stock wheels are fantastic, but I understand the
Brassin resin ones are even better, unbelievable! The landing gear
assembles well but be very careful with the ultra-thin retraction
struts as they are extremely fragile. Eduard provide a handy frontview diagram to show gear and door alignment. A choice of fuel
tanks is given and the slipper tanks used here fit quite well but
needed a little filler at the wing leading edge. CA was used as filler
due to the natural metal finish needed later. Excess glue was
removed with CA de-bonder on a cotton swab.
The decals cover five variants: Pepelyaevs 1951 Korean War
mount Red 325, the same airframe in Russian service in the midfifties re-coded Yellow 30, 1960s Cuban Air Force Red 32, a 1956
Egyptian Air Force example during the Suez Crisis and a 1956 East
German Red 48. All are overall natural metal. There is only one
stencil provided.
After cleaning with rubbing alcohol, the model was given an
overall coat of Tamiya AS12 Aluminium, decanted from the can and
then airbrushed. This paint is an excellent choice for natural metal
finishes as it is a good colour but more importantly, actually fills
minor scratches and blemishes. Some joints and flaws were repaired
and resprayed. Selected panels were masked off and then painted
with shades of Alclad.
Using hot water the decals settled into details a small
amount, however, after drying it was discovered that they did not
adhere well to the Alclad paint. A treatment with Micro Sol and
Micro Set improved them. Tamiya clear was sprayed over the
decals only to seal them as I dont like the effect of a clear coat
over aluminum paints.
Tamiya smoke was used to create some shadows and grime
over panels and Citadel Sepia wash was applied over the rivets,
control surface hinges, in the undercarriage area and along the
bottom of the fuselage. Excess wash was removed with a damp
cotton bud.
A wonderful kit out of the box with all of the detail you need. I
would have to see the Brassin parts to say if they are any better and
if they are, then they must be amazing. The fit of parts was very
good overall and the decals excellent. I would love to build
another and another. MA
PEPELYAEVS KOREAN WAR MIG
Pepelyaevs Korean War MiG
42-43-P8-Poseidon-MOD-MA-1014_MAM-08 12/09/2014 16:26 Page 42
42
Scaling down
a Sea God

By Mike Verier
he original inspiration for this model came

from the realisation that Revell have an
excellent 737-800 available just a case of
painting it grey - how hard could it be? In
reality it turned out a little bit more complex than
that, but essentially its a fairly straightforward job
involving mostly additions rather than major surgery.
Revells model has been released in a number of boxings, and is
currently available; mine was a Ryanair example. I went looking for
a boxing with the upturned wingtips as shown in early depictions of
Poseidon. In fact the sprues conveniently include both standard tips
and winglets anyway. My elation, however, was rather short lived as
both subsequently proved irrelevant!
Being a fairly recent tooling the quality and standard of detail is
excellent. Moulded in good white plastic, the model also comes with
a huge decal sheet, which includes a good deal of stencilling, much
of which can still be used. I also picked up the Extratech brass set for
this aircraft as it includes a number of useful additional details.
The next job was to scour the spares box for any bits that would
save too much scratch-building. This yielded a number of bulge
shapes and some excellent SLAM-ERs courtesy of Dragon weapon
sprues game on !
The first and most major job is to fill the kits cabin window
apertures. No windows are provided in the kit (the decal glazing is
intended to suffice) so its the hard way. Two apertures remain on
each side, the aft one of the airliner's two overwing escape hatches,
and an enlarged search window forward. I therefore opened up the

sixth windows from the front and glued in some clear plastic cut
from sprue. Following this the window strip was taped off on the
outside, with vertical strips to protect the panel lines and the escape
hatch. Plastic strip was fixed on the inside, leaving the two gaps.
When this was fully set the apertures were filled and rubbed down
in the normal way. This process also shapes and polishes the two
search windows so that they are flush with the fuselage.
Once this was done the weapons bay and hatch for the FLIR
eyeball were marked and scribed. I also established and pre-drilled
the locations for some of the external antennae. Turning to the
wings, the positions for the weapon pylons were marked and again
pre-drilled.
The winglets were quite difficult as a number of artists
impressions published so far are a bit vague, to say the least. Based
on information supplied by Boeing, however, I finally felt I had the
shape nailed. You could of course fettle them from stock sheet, but
in my case the spares box had thrown up a broken Airfix DC-9, the
tailplanes of which provided an already aerodynamic shape from
which to cut my new winglets.
The kit, very thoughtfully, comes with the wingtips already
separated at the correct point. All I had to do was open up the small
slot provided so that it would accept a bigger tab. Other external
features include various bulges / radomes (two flanking the nose,
two aft of the weapons bay, one centreline aft of the wheels, and
one at the fin tip) and the weapon pylons. There is also a prominent
additional bulge on the port side of each engine cowling, and of

course six weapon pylons.
The various items were fettled from strip and scrap. The cowling
bulges, for instance, started life as the tip of an old Me 109 fuel
tank, sliced off at an angle. Where necessary copies were then made
in resin. (thank you, Martin).
At this stage I fixed the nose wheel bay into one fuselage half in
order to provide a platform for a rudimentary cockpit interior.
Representative seats, an aft bulkhead and an instrument panel
coaming should give sufficient visible detail once the cockpit is
closed. This also creates a compartment for some nose weight.
Before finally closing the fuselage I backed all the pre-drilled holes
with some strip to avoid little bits of brass rod going straight
through later on.
The wings were completed with the new weapon pylons and
the kits flap guides (take care here as they are handed and
numbered only take them off the sprue one at a time). The main
wheel bay needs to be fitted at this stage. There is a great deal of
extra detail available in the etched set but as so little of it can be
seen I decided to go with the kit piece, picking out the moulded
detail with washes and dry brushing. Interior colour is basically
white but heavily stained with grease. Whilst on the wings I
incorporated reflectors to simulate the wing root landing lights
behind the clear inserts the kit provides.
Attention turned to the engine pods whilst all this was setting.
These eventually became small models in their own right but I think
42-43-P8-Poseidon-MOD-MA-1014_MAM-08 12/09/2014 16:26 Page 43
43
SCALING DOWN A SEA GOD
Extratechs fret of etched details
Work under way on engine improvements
The finished replacement part and the kit original
it was worth the effort. Revell do a pretty good job, and the etch
provides new front fans and replacement strakes. Moulding
limitations, however, have meant that the exhaust end, whilst the
right shape, has flat faces rather than the correct concentric tubes.
Ever the masochist I set to drilling and cutting. The distinctive funnel
shaped centre body needs replacing and this in turn needs to be
supported by a disk representing the visible end of the turbine.
Separating this piece, however, made opening and thinning the
edges of the jetpipe very straightforward. You should also retain
(and indeed emphasise) the moulded line around the jetpipe as the
section forward of the line is actually a shroud attached to the
cowling, not part of the engine.
After brief consideration the solution proved surprisingly
simple. I always keep several diameters of tubing for various jobs,
aluminium being especially useful for replacing jet pipes etc as it is
easy to work. The cone was formed by gluing the two smallest
diameters of aluminium together, chucking it into an electric drill
and simply holding a file against it until the requisite cone was
formed. Fine steel tube then provided the core and the necessary
strength for the most delicate part.
Finally the next two diameters of aluminium were glued
together and the resulting flat face scored to represent turbine
blades. This unit was superglued into one half of the opened-out kit
part (checking alignment of the central tube) Once the other half
has set the join can be polished out and the edge of the jet pipe
sharpened. The centre body / cone is simply slipped in after painting.
Attention then turned to the front end of the engine. As you

will see from the photos of the real thing some work is needed to
ensure that the intake throat is circular where it meets the fan. This
was accomplished with Milliput, shaped with a suitable diameter
brass tube dipped in water. This leaves a very smooth finish
requiring only the lightest sanding to match the intake lip once dry.
The engine assemblies are handed so some care is needed to
get them right. Revell provide (very small) D shape attachment
pins, but the best guide is that the airflow strakes (replaced from
the etched fret) should face inboard on both sides.
With the airframe complete it was time to paint. The first
squadrons likely to receive P-8s will almost certainly be Jacksonvillebased but none of their insignia inspired me. My problem was
resolved when Arii released the old-but-excellent LS P-3 with a
really good sheet of decals for VP-40 Fighting Marlins. The large
sheet has several schemes and includes lo-viz Marlins for the tail,
insignia and unit codes.
Extracrylix Light Gull Gray FS 36440 was used, albeit lightened
about 10%, applied over Halfords grey primer. The wing walkways
and non-slip area at the root were created by simply masking the
dark primer with fine tape. A coat of Klear and the decals went on
like a dream.
Another coat of Clear sealed the decals, an oil wash with
Abteilung faded Grey brought out the panel lines and a final
misting with matt acrylic varnish brought it all together now the
fun started.
New lumps and bumps added underneath
Finishing involves lots of little antennae, some lovely but very

fiddly undercarriage doors in etched brass, and the weapons. As
mentioned earlier the SLAM-ERs come from Dragon standard
weapon sprues that come with their delightful Hornet kits. All of the
illustrations released so far show three of these with a fairly
anonymous data-link pod on the fourth pylon; this came from an
old LS weapon set (recently re-released, get some in!). I left the two
centreline pylons empty as it is not clear exactly what type of store
they would carry.
Final touches included reflectors to simulate the lights mounted
on each fuselage side forward of the engines. These were simply
fixed into previously drilled dimples with glazing cement.
The finished Poseidon looks every inch the sea searcher and Im
glad I stuck with a project that proved to be rather more involved
than filling in some windows and painting it grey; Mr Boeing does
indeed make exceedingly good aeroplanes.
Obviously this project pre-dated the appearance of an
operational aircraft so the colour scheme is admittedly speculative
it would also be tempting to add roundels. Also missing from a
model based on artist's impressions is a rather more warty tail than I
have depicted - perhaps, like the full size manufacturer, Revell
might be persuaded to issue their 737 with some new bits? MA
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46-49-P8-Poseidon-CON-MA-1014_MAM-08 12/09/2014 16:25 Page 46
46
Boeings P-8A Poseidon
The Sea
God Lands
Airborne Poseidon displays weapons bay and wing

pylons. A potent weapons platform indeed
At the recent RIAT SAM reporter Mike Verier was amongst the few
journalists granted exclusive access to the worlds newest and most
effective sub-hunter, Boeings P-8A Poseidon
By Mike Verier
umours of a visit to the UK were confirmed

with the arrival of the P-8 at Waddington,
former home of the Nimrod. Journalists were
told, however, that no access to the aircraft
was possible, save for a brief conversation with the
aircrew, nearly half of whom, it transpired, were British.
With the demise of the Nimrod the UK currently does not have a
Maritime Reconnaissance capability a bad position for an island
nation to be in. In order to keep the core skills and knowledge alive,
however, experienced aircrew are now serving with a number of
nations including Australia, New Zealand, and, of course, the United
States. In the case of the Poseidon they are fully integrated into the
programme and a vital part of the development process.
The aircraft (167955, JA / 955 from VX-1) duly departed
Waddington en-route Fairford and Farnborough, and by the time
this reporter caught up with it at RIAT it was surrounded by very
serious armed guards. Thanks, however, to the good offices of RIATs
Media Team, SAM was able to tour the aircraft and speak at length
to the crews, as well as representatives from the USN and Boeing.
For obvious reasons we were deprived of our cameras and
mobile phones before entering the aircraft. I can report however
that the cockpit would be familiar (with good reason) to the pilot of
a civil -800 save for the addition of a HUD and of course the panels
relating to the weapons.
The aircrew were enthusiastic about the aircraft and confirmed
that despite still being essentially a development aircraft it could
already do everything the Nimrod could and more. They also
confirmed that operating at 200' for extended periods was no
problem. The biggest improvements of course are the integrated
operator stations, which in the new net-centric Navy enable data to
be shared and analysed not only within the aircraft but also with
other assets (ships or aircraft) that require it. The whole system is
designed for growth with open-architecture software that can be
updated and improved as required.
P-8As are already deployed as development and expansion of
the weapons capability continues. Right now the Navy has an
aircraft that can do all the jobs the P-3 did albeit faster whilst the
future promises to surpass that capability, and the development of
the P-8 was also an object lesson in how to do it.
Poseidon Awakes
At 10.41 hours on the 25th April 2009 a purposeful looking metallic
green aircraft powered into the overcast sky over Renton Field for its
maiden flight at first glance much like many similar airframes
before it, this flight was in fact a significant milestone on the way to
a major succession.
For more than four decades the oceans of the world have been
prowled by the Mighty Hunter - Lockheeds P-3 Orion. Highly
effective in the role it was designed for, but now approaching the
end of its operational and development life. A replacement is badly
needed. - The rather anonymous airframe being tested at Renton
was the prototype Boeing P-8A Poseidon - which is that
replacement.
Poseidon is a well-chosen name for the aircraft, its sobriquet
including God of the Oceans, and Bringer of Thunderbolts. Given
the expanded role P-8s will undertake scholars might also note that
Greek mythology tells of the Ocean God using his power to control
events on land as well. With a rather neat symmetry the same deity
is also known by his Roman name - Neptune - who was of course
the father of Orion.
Like its predecessor the P-8 has its origins in a commercial
design. This is entirely logical as the primary requirement is for a
platform offering long endurance and considerable load-carrying
47
THE SEA GOD LANDS
Main gear and a closer look at the inner weapons pylon
Standard 737-800 main gear

ability. Add to this the faster transit times a jet can offer, and ample
space for future growth, and you have a potent machine indeed.
Basing the aircraft on a successful design also cuts development
time and given the high commonality means that spares are readily
available world-wide this should not be overlooked when
considering lifetime costs many cheap procurements have proved
to be anything but when the exclusive-to-type spares are found to
be prohibitively expensive.
P-8 is based on Boeings highly successful 737-800 series, which
also means that many of you will have actually flown in it and be
aware of its high performance, smooth handling, and, it has to be
said, ability to cope with occasional rough landings!
Externally there is very little difference between the military
and civil airframes apart from the obvious absence of windows and
the addition of weapon pylons. Internally however, it's a completely
different story. Military airframes are routinely operated in harms
way and require strengthening and protection not relevant to a civil
operator. In the past derivative airframes have had to be
expensively re-engineered post-production. Boeing has recognised
this and the P-8 airframe incorporates the necessary changes and
improvements on the production line.
For instance, the original electrical system is retained,

independent of the more demanding military system, which
overlays it and consumes considerably more power. This gives a level
of redundancy and again reduces development and procurement
costs.
The result is an airframe over 60% common with the standard
800 series, a remarkable achievement given the poor history of
other derivative military aircraft programmes (what begins as a lowcost off the shelf procurement eventually incorporates so many
changes that the cost doubles and the end result bears no relation
whatsoever to the original other than an approximate external
configuration).
Role and Procurement

The P-8 is rather more than just a much-needed replacement for
the ageing P-3 fleet. Its roles include Anti-Submarine and AntiSurface warfare, intelligence gathering, surveillance and
reconnaissance. More importantly, its long range and ability to
operate at altitudes up to 41,000 ft (12,496 metres), means that it
can reach out over land as well as operate in purely maritime or
littoral patrol areas.
Whilst ASW remains its primary role, greater performance and

ability to manage information means that Poseidon will be a far
more capable platform for such missions as anti-piracy and disaster
relief
Time to station will also be correspondingly faster, and air-toair refuelling offers extended range / patrol time or enhanced ferry /
self-deployment options to further expand the P-8's repertoire.
The US Navy currently plans to acquire 108 P-8s, and the Indian
Government, in a contract signed on the 1st January 2009, is
receiving eight aircraft configured primarily for reconnaissance /
ASW and designated P-81. The Australian Government has also
signed a MoU for the development of a variant to meet their
requirements. (The Australians already operate the AEW Wedgetail
737 variant ).
The potential market for P-8 is of course vast, with many P-3s
and other maritime types around the world in need of replacement
in the next few years. One suspects that it is not entirely beyond the
bounds of possibility that one day a Hemp-coloured P-8 will wear
British roundels.
Full Scale Development began formally on June 14th 2004 with
48
Boeings P-8A Poseidon
Rear view of the CFM56 engine offering modellers an interesting challenge in metal finishes
Plenty of detail in the nosewheel bay
A closer look at the configuration of main gear doors and

equipment
The P-8 already subscribes to the US penchant for artwork on its aircraft
Airframe
the award of a $3.89 billion contract to the Boeing-led industry
team for the SDD (System Development and Demonstration) phase
of the programme. In many ways the airframe was the easy bit and
most of this phase was focussed on the development and
integration of software and mission systems. A preliminary design
review in November 2005 was stated to be the best major weapon
system PDR the Navy had ever reviewed. A further critical design
review in July 2007 was similarly successful and production of five
test airframes commenced five months later on the 11th of
December.
The first aircraft entered service in 2012 until which time the US
Navy was carefully husbanding the hours on its P-3 fleet, a number
of aircraft having been retired as their fatigue life was reached a
process accelerated by intensive usage in recent years. The transition
will be smoothed by the fact that a great deal of the newer kit on
the P-3 will translate directly to the P-8, any development being, as
the Americans put it, in lock-step with the P-8 programme
providing a high degree of synergy with P-3 systems and upgrades.
It is envisaged that PATRON squadrons currently operating
fifteen P-3s will re-form with twelve P-8s.
The -800 series on which the P-8A is based is one of Boeings New
Generation aircraft sharing little more than a common layout with
early 737s. Amongst its more distinctive features are the raked
wingtips. Winglets and other wingtip devices improve the
aerodynamic efficiency of the wing, which translates into greater
fuel economy / range and are a common feature of modern aircraft.
Early visualisations of the P-8 featured the upturned winglets
standard to the -800. The Navy however required a capability to
operate in continuous icing conditions for more than two hours. This
meant a surface that could also be de-iced all the way to the tip and
the optimised final design is based on those found on the Boeing
767-400ER, 777-300ER, 777-200LR, and 777F aircraft.
Range is fundamental to the role the P-8 will play and it also
has six additional internal fuel-tanks, three in the forward cargo
compartment and three aft. Whilst its unrefuelled range / time on
station is therefore impressive (some 50% better than the P-3
assuming four hours on station) it can be extended by air-to-air
refuelling. Poseidon uses the UARRSI - Universal Aerial Refuelling
Receptacle Slipway Installation which receives the USAF-style
flying boom and is already in service on the Wedgetail.
With a straight-line range in excess of 4,000 nm the P-8 can
also self-deploy to most parts of the world.

A fuselage weapons bay with five stations has been created
immediately aft of the wing. This has the same dimensions as that
on the F-35 / JSF and will be able to accommodate the same range
of weapons including the J-series. Combined with four wing and
two fuselage external stations the aircraft will be able to handle
most current or envisaged weapons. It is already using the AGM-54
Harpoon and the SLAM-ER series of missiles
Internally the aircraft also carries up to sixty-four Sonobuoys,
the chutes for which can be seen aft of the weapons bay.
Construction of the P-8A begins at industry partner Spirit
Aerosystems plant in Wichita, Kansas, where the fuselage is
produced. These are taken to Boeings Renton plant where typespecific components are incorporated as final assembly takes place.
Completed airframes emerge from here alongside commercial
models without disrupting the production process. Boeing is rightly
proud of this highly efficient system.
The aircraft are then flown to Boeing Field Seattle for final
fitting out, and thence to Pax River for Service testing.
The CFM-56 series of engines is amongst the most reliable in
the world with millions of miles flown on a huge variety of aircraft.
Poseidon uses the -7B variant rated at 27,300 lb thrust which allows
49
THE SEA GOD LANDS

Weapons pylons and a mass of external protuberances are key
features on Poseidon
Access to the aircraft at RIAT was strictly limited, and photography inside the machine discouraged
Noticeably different tail arrangement to the standard 737-800
The revised wingtip designed for lengthy periods on-station in icy conditions
a maximum take-off weight of 189,200 lb (85,820 kg). There is

sufficient power for the aircraft to take off and climb on one engine.
Improvements such as new technology blades are already being
fitted to these engines in civilian service, and could of course be
incorporated into the Navys aircraft if required.
Systems
Long gone are the days of patrol aircraft simply pinging for
submarines. As earlier described, the P-8 will be able to talk to
almost any asset within range sending and receiving data in real
time and greatly enhancing situational awareness for all concerned.
Data-links are an essential part of what is known in the jargon as a
net-centric force. P-8 will also in due course be able to control its
own UAVs, giving it even greater reach and potential.
From the crew point of view any of the stations can be
configured, in flight, for any operator so the system is hugely flexible
allowing multi-mission capability within one sortie, or a greater
emphasis on SIGINT, anti-submarine or surface search as required.
All told a remarkable aircraft, which we will be seeing a great
deal of in the future.
The author would like to thank the RIAT Media Team, LaToya T
Graddy of NAVAIR and Charles Ramey of Boeing for access to the
aircraft, and the crew for their patient briefing, with a particular
mention for Flt Lt Matt Moore who bore the brunt of my questions
and probably thought I was stalking him! MA
Plenty of stencilling in evidence. DRAW decals have decals available for the P-8 in both 1/144 and 1/200
50-52-Waddington-CON-MA-1014_MAM-08 12/09/2014 16:24 Page 50
50
One display that went off with a bang, in fact several bangs, was
the Role Demonstration performed by the Army Air Corps
Apache AH1, with accompanying pyrotechnics. Demonstrating
the search and close support missions provided to troops in
Afghanistan, we were treated to simulations of Apache Hellfire,
Rocket and Gun attacks with flames, smoke and bangs
Viva Espania and Swedish

Rhapsody Again
By Ray Ball
he RAF Waddington International Air Show is

still the premier RAF Air Show, with a two day
display which this year attracted over 135,000
visitors, all disappointed to learn that the
Station will not be having another Air Show in 2015.
RAF Waddington is the centre of the United Kingdoms
Intelligence, Surveillance, Target Acquisition and Reconnaissance
(ISTAR) services and their aircraft support UK and wider NATO
operations. Accordingly, the Station is about to undergo a
modernisation programme, involving a new runway, taxiways,
internal roads and additional buildings to accommodate the
increased services to be provided. RAF Waddington is now home to
seven Squadrons involved in these vital ISTAR tasks.
The six Boeing E-3D Sentry Airborne Warning and Control
(AWACs) operated by 8 Squadron, are the largest aircraft based at
Waddington, but only just, following the recent arrival of the Boeing
RC-135V Rivet Joint electronic surveillance aircraft. 51 Squadron are
currently undertaking conversion training to this type at Offutt Air
Force Base, Nebraska. Three of these aircraft have been ordered with
one delivered and the other two scheduled for delivery later this
year. The Rivet Joint aircraft are based on old KC-135 airframes, but
these have been refurbished with new systems and avionics into a
modern task capable aircraft, that will be in service for years to
come. They fill a gap in the electronic surveillance activities left
when the Nimrod R1s were scrapped several years ago. The single
RC-135V at Waddington participated in the show with a series of fly
pasts at the start and end of its training missions.
The Raytheon Sentinel R1s of 5 Army Co-operation (AC)
Squadron, have been based at Waddington since 2004 and have

proved their value on many operations over Afghanistan, Libya and
Mali. This past year they have been kept busy conducting surveys of
flood prevention work after the wettest winter on record and are
also helping with Operation Turus, which, saw the aircraft deployed
to Nigeria in the search for missing schoolgirls kidnapped by terrorist
group Boko Haram.

At Farnborough recently, Prime Minster David Cameron pledged
to continue the in-service life of these Raytheon-developed Sentinel
R1 surveillance aircraft until 2018, the squadron that operates the
aircraft is also making plans to extend the type's operational
capability, including looking to add a maritime capability to
Unusually, only one F-16 took part in the flying display, but it was the impressive performance of SoloTurk from the Turkish Air
Force. This was a later model F-16C Block 40, from 141 Wolf Filo (Squadron) based at Ankara-Akinci Air Base. The pilot, Captain
Yusef Kurt performed a great display of the aircrafts capabilities, as usual, accompanied by the amusing commentary.
51
WADDINGTON AIR SHOW 2014
For the first time, the Turkish Navy provided one of their recently delivered CASA CN235
Maritime Patrol Aircraft, making an interesting addition to the static display. These serve with
301 Filo at Turkish Air Naval Station Gengiz Topel, near Ismit in North West Turkey
Helicopters seemed to be prominent in this years display with the added surprise of a
Westland Whirlwind in yellow search and rescue markings, flying in on the Saturday morning
to join the static display. Westland Whirlwind HAR.10 XJ729/G-BVGE is privately owned and
kept in an excellent and airworthy condition, based in Somerset
A Westland Sea King HAR3 from 202 Squadron at RAF Leconfield, performed a search and rescue
demonstration as part of the display. With no Air Show at Waddington next year, this was the Sea Kings last
display as the aircraft are due to be retired and a new Civilian contractor will take over the service in 2016
Air Show favourite, Avro Vulcan XH588 was again parked in

the static next to the Vulcan Village to enable the public to
get close up and personal. It did feature in the flying display
having to be towed airside for safe engine start up and
taxying. This years display seems tamer than those of the
past, but still watchable. With continuing public support, it
can continue to display during 2015
Another surprise performer was the reappearance of the

Rockwell OV-10B Bronco, from the Bronco Demo Team based
in Kortrijk-Wevelgem airport in Belgium. This OV-10B variant
was produced for the German Luftwaffe as a target tug,
delivered in the late 1960s. They were retired in 1990, with
many going to the Luftwaffe Technical School and a few to
museums. It looks good in its green and day-glow orange
Luftwaffe colours and makings and is registered as 99+18.
The Team also brought along a Shorts Skyvan registered as GPIGY as their support aircraft
Quickening the pace a bit was a polished performance from

an F/A-18C Hornet from the Swiss Air Force based at Payerne
Air Base. Clearing skies enabled afterburner climbs giving
noise and spectacle to the Air Show
Returning to RAF Waddington were the stars of last years show, the Swedish Air Force Historic Flight. This year they brought with them
the Saab Sk60, the Saab JAS-37 Viggen and new for this year, their Saab SK-35 Draken. The Saab SK60, 610140/SE-DXG is in the Swedish
Air Force markings as they were in the 1960s when they first entered service. They are still in service with the Air Force today. The display
aircraft does not have ejection seats and is powered by the original Turbomeca RM9 engines, so is kept in the original configuration
This year marks the 50th anniversary of the Red Arrows,

formed in 1964 to be the official Royal Air Force Aerobatic
Team and to commemorate the 50th Anniversary, the current
Hawk aircraft have new tail art featuring the Union Jack and a
commemorative 50 Display Seasons marking
52
New for this year was the Saab SK-35 Draken. Built as single seat J-35 35019, it was later selected
for conversion to a two seat SK-35 training version and given the new serial of 35810. After
serving with two squadrons, it ended up at the J-35 Operational Conversion Unit, before being
retired in 1997. It has been immaculately restored, and gave a great flying display, showing its
Double-Delta plan-form and demonstrating its maneuverability. All three types were a joy to see
The Midair Squadron based at Kemble in Gloucestershire, attended the Air Show with their
Canberra PR9 and Hunter T7, both looking amazing in their new silver paint schemes. Canberra
PR9 XH134 last displayed at RAF Waddington in 2006, before being retired from RAF service. It
performed a nostalgic display and was great to see again
A Waddington based Boeing E-3D Sentry of 8 Squadron opened the show, leading a Station flypast and landing
This years Air Show stars were the Patrulla Aspa of the Spanish Air Force. Patrulla Aspa
translates as Blade Patrol comprising five Eurocopter EC120 Colibri (Hummingbird)
helicopters, designated as the HE-25 in Spanish service. The Team were displaying for the first
time in the UK. The helicopters are all part of 782 Escuadron, based at Grenada-Armilla, home
of their Helicopter Flying School
Waddington based 5 Squadron Raytheon Sentinel R1. The
Sentinels have been particularly busy at home and abroad,
but ZJ692 is looking great in the new Gloss Grey scheme now
applied to all five aircraft on the Squadron
The return of the Royal Navy's Black Cats Lynx helicopter

display team was good to see. They always put on a good
display, with their Westland Lynx HMA8 (no longer adorned
with the stunning Black Cat art-work), being joined with the
latest AugustaWestland AW159 Lynx Wildcat
Boeing RC-135V Rivet Joint ZZ664 of 51 Squadron in flypast,

showing the many aerials and sensors on the aircraft,
essential for its surveillance role
Lost among other aircraft types in a long static line was this lovely Miles Magister, serial T9738, but actually registered as GAKAT and based at Breighton in North Yorkshire
Sentinel, driven by Raytheon's experience in the development of

maritime search systems.
Neighbouring 14 Squadron operate the Beechcraft Shadow R1,
the latest assets to the ISTAR fleet, whilst 13 Squadron are the first
Remotely Piloted Air System (RPAS) to be based at Waddington.
Again operational commitments meant that aircraft from these
Squadrons were not part of the Air Show.
Opening the Air Show each morning was the usual Waddington
based aircraft flypast of a Boeing E-3D Sentry, Raytheon Sentinel R1
and for the first time, the Boeing RC-135V Rivet Joint.
I am sorry there will not be a 2015 Air Show and I understand
that no decision has yet been taken on resuming them in 2016. To
me Air Shows are a good way of demonstrating to the public, the
work of our Military services, particularly the Royal Air Force. It is
also an occasion for the Royal Air Force to publically commemorate
their achievements. It enables us, the public to see and support our
Armed Forces, whilst also supporting worthy charities. The RAF
Waddington International Air Show is stated to be the largest RAF
Air Show, but with the ending of the RAF Leuchars Air Show, it is
probably the only remaining official RAF Air Show. All the more
reason why it should continue long into the future.
Ray Ball and Mike Verier would like to thank to Flt Lt Odille Carpe
and Lindsey Askin of RAF Waddington for their help and support with
the article. We wish them both all the best for the future. MA
53-IPMS-UK-CON-MA-1014_MAM-08 12/09/2014 16:24 Page 53
53
IPMS UK
This Northrop RF-5A is situated on a roundabout in the small town of Utrera, some 20km from the Spanish Air Force base at Morn de la Frontera (Chris Ayre)
Pride
IPMS (UK)
Presented by Chris Ayre
Wearing Patrulla guila colours, this CASA C-101 sits in front

of the Ejercito del Aire (Air Force) Headquarters in central
Madrid (Chris Ayre)
(All images Chris Ayre)
've been giving some thought recently to the

attitude of the UK general public towards our
armed forces. In recent times, perhaps encouraged
by the various charities supporting wounded
soldiers and their families, there appears to be quite a
positive opinion of service personnel (as opposed to
their political 'bosses') and I personally feel that this is
to be applauded. As an ex-serviceman myself, I can
appreciate how important this is to the men and
women serving on our behalf. The current show of
support is in apparent contrast to the attitude that, fed
by certain sections of the media, was prevalent a few
years ago. Then, there was something of a backlash
against the military, with 'anti-war' protests sometimes
targeting serving soldiers rather than the political
decision makers - those who actually took us to war.
The armed forces were not respected, or so it seemed.
Now that same media appears, in general, to be
reflecting the attitude of the average member of the
UK public and I think that, on the whole, we hold our
service personnel in high regard. I'm not quite certain
that modellers are 'average' members of the public but,
as we know, the great majority of those of us that build
aircraft prefer to build military machines. I'm sure there
are a variety of reasons for this, covering historical,
technological and contextual factors, but it is often also
as an acknowledgment of the heroism and sacrifice of
those who operated these aircraft.
I was first prompted to these musings by my travels in Europe,

particularly in Spain earlier this year, where it is not uncommon to find
retired military aircraft displayed at road junctions, on roundabouts or
in town centres. Whenever I have come across these 'monuments' I've
found that they always appear to be well-maintained, nicely presented
and a source of pride to local people. I've formed the impression that
these aircraft represent a connection between the armed forces and
the communities that they serve. Although there are exceptions, this is
something that we rarely see in the UK. A number of years ago, in fact
just before the 25th Anniversary of the Falklands Conflict, my local RAF
station was about to be transferred to MOD control and the gate guard,
a Harrier GR.3, was offered to the local town. The Borough Council was
keen to accept the gift as a lasting and visible symbol of the long
association between the Borough community and the Royal Air Force.
Plans were drawn up to site the aircraft on a large roundabout close to
the town centre and funds were promised to extend the existing
Falklands Memorial garden, already situated on the island. The
installation was potentially also seen as a striking landmark and
something of a visitor attraction for the town.
In the end, the Harrier stayed where it was - and is still there
today. Threats of vandalism, negative comments from certain quarters
about displaying a 'war machine' and complaints from NIMBYs meant
that, after much debate and despite assurances that the airframe
would be well protected and maintained, the plan was dropped. I can't
help thinking that this was a real shame and an opportunity lost. I also
wonder if, had a similar scheme been proposed in today's climate, the
result may well have been different and we might have a symbol of the
nation's pride facing down the town's main street. MA
Showtime
October already or, as some would have it, the run-up to the World's
Greatest Model Show (November 8th/9th, in case you've forgotten)!
Trying to put Scale ModelWorld 2014 aside, though, the month kicks
off with the IPMS Abingdon Show on Saturday the 4th. This takes place
at Larkmead School (OX14 1BB) in the town and has the usual displays,
traders, competition and refreshments (burgervan man). Further
details at the Club website abingdon-ipms.blogspot.co.uk. On the
same day, North Surrey Military Modelling Group has a show at the
Thomas Wall Centre in Sutton, Surrey (SM1 4DP). Email
nsmmg@hotmail.co.uk if you'd like to know more. A week later (11th
October), The Tank Museum at Bovington, Dorset, BH20 6JG presents
Tank Mod 2014 and the web address for more information is
www.tankmuseum.org/ixbin/indexplus?record=ART4151. Expo 2014

takes place on the following day at Southwell Racecourse, near
Newark, Nottinghamshire (NG25 0TS). This popular event is run jointly
by IPMS Lincoln and IPMS Newark and admission is free. See the IPMS
Lincoln website for more details, www.lincolnmodelclub.co.uk.
Saturday October 18th sees Glasgow Model Fest 2014 take place
at the Bellahouston Leisure Centre, 31 Bellahouston Drive, Glasgow
(G52 1HH). I don't have many details of this one but you can call Bruce
Smith of IPMS Glasgow on 0141 563 2098 if you'd like more
information. A week later (25th), and some 465 miles further south,
the Bognor Regis Military Modelling and Wargaming Society present
their Military Modelling and Wargaming Show at West Meads
Community Centre in Aldwick, Bognor Regis (PO21 5SB). Model
displays, wargaming, traders and more are promised and you can find
out what the more might be by emailing Nick Sandford,
nick_sandford@hotmail.com. This last Saturday of the month is a busy
one in the south and over in Kent you will find the Gravesham Model
Club Open Day at the North West Kent College in the town (DA12 2JJ).
This event is run by Gravesham Military Modelling Society and their
website is www.gmms.org.uk. If you are further west, then the Fleet
Air Arm Museum Autumn Model Show is possibly the one for you. It's a
combined Radio Controlled and Scale Modelling show, sponsored by
Airfix and BFMA. The museum is at RNAS Yeovilton and their website
www.fleetairarm.com should be your first port of call Finally, if you
fancy a trip over the briney on the same day, Euro Scale Modelling,
now in its 26th year, takes place at Nieuwegein's Business Centre,
Blokhoeve 1, 3438 LC Nieuwegein (near Utrecht) The Netherlands. This
is an impressive event with some 150 exhibitors and traders expected
to attend from around Europe. Visit www.euroscalemodelling.nl for
up-to-date information. MA
In the next issue I will have news of Scale ModelWorld not long
now, eh?
Until then, enjoy your modelling.
Chris
www.ipms-uk.co.uk
Membership enquiries: Abigail Brewin, 144 High Road, Weston,
Spalding, Lincolnshire PE12 6RA
or email: membership@ipms-uk.co.uk
54-Kit-News-MA-1014_MAM-08 12/09/2014 16:24 Page 54
Kit News
54
A Model #72280 1/72 de Havilland D.H.60C Cirrus Moth

G-EBLV
A Model #72281 1/72 de Havilland D.H.60 Genet Moth

A Model #72282 1/72 de Havilland D.H.60M Metal Moth
A Model #72283 1/72 de Havilland D.H.60GIII Moth
AZ Model #7237 1/72 Vultee SNV-1 / BT-13 Valiant

AZ Model #7238 1/72 Vultee BT-13 Valiant IAF
AZ Model #72391/72 Vultee BT-13 Valiant 'Latin Ameri-
LF Models #72102 1/72 Macchi MC.201 Italian proto-
Special Hobby #32050 1/32 Lockheed T-33A T-Bird
type fighter
'Over Europe'
Special Hobby #72280 1/72 Bell AH-1G Cobra Marines

Special Hobby #72295 1/72 Lockheed C-60 Lodestar
ca'
'Pacific Transport'
Brengun #72012 1/72 Hawker Typhoon Mk Ia
Special Hobby #72307 1/72 Caproni Ca.311

Special Hobby #72309 1/72 Caproni Ca.311M 'Italian
Major
A Model #72284 1/72 de Havilland D.H.60T Moth Trainer

A Model #72285 1/72 de Havilland D.H.60X G-EBXU
A Model #72286 1/72 de Havilland D.H.60G Gipsy Moth
Adventure in Russia'
G-AAAH Amy Johnsons 'Jason'
Mach 2 #7255 1/72 Convair 440 Decals North Central

Mach 2 #7256 1/72 Convair 440 Decals Eastern with
long radar nose
Mach 2 #7299 1/72 Beech 200 Super Kingair
Dragon #4637 1/144 Douglas X-3 Stiletto

Dragon #5030 1/72 Lockheed P-38J 'Droop Snoot'
Miniwings #071 1/144 FMA IA-58 Pucara

Pegasus Hobbies #8415 1/48 Messerschmitt Me 262
Plus Model #7010 1/72 Heller EC-121 'Warning Star'

Eduard 1/48 #1192 1/48 Grumman F-14A Tomcat. Danger Zone
Academy #12249 1/48 Hughes Police 500D

Academy #12285 1/48 Grumman TBM-3 Avenger USS
with upgrades
Plus Model #70111/72 Heller EC-121 'Warning Star'
with extra upgrades
R.V.Aircraft #720411/72 MiG-21PFM 'Vietnam War'
Bunker Hill
Trumpeter #01638 1/72 Focke-Wulf Fw 200C-9 Condor

Trumpeter #02254 1/32 Douglas A-1J AD-7 Skyraider
Trumpeter #03913 1/144 Dassault Rafale B
Trumpeter #03916 1/144 Sukhoi Su-27UB Flanker C
Academy #12303 1/48 North American P-51B 70th

Anniversary Normandy Invasion
Academy #12304 1/48 Lavochkin La-7
Academy #12307 1/48 Lockheed U-2S USAF 5th RS
Osan AB
Academy #12308 1/48 Bell UH-1D/H ROK
Academy #12513 1/72 P-47D and FW 190A-8 70th
Anniversary Normandy Invasion
HobbyBoss #80378 1/48 Messerschmitt Me 262B-1a
Welsh Models #PJW84P 1/144 Boeing RC-135W Air

Seeker RAF
Welsh Models #SL314R 1/144 Bombardier CRJ-700

Airfix #01013B 1/72 de Havilland D.H.88 Comet Racer
Italeri #1350 1/72 Short Stirling MK IV

Italeri #1357 1/72 Sepecat Jaguar GR.3 Big Cat
Britair
Revell #04887 1/48 Northrop P-61B Black Widow

Revell #04889 1/32 Bristol Beaufighter Mk 1F
Revell #04890 1/32 Piper PA-18 with Bushwheels
Revell #04895 1/32 McDonnell F-4F Phantom WTD-61
Red
Airfix #03082A 1/72 North-American F-86F Sabre

Airfix #05042 1/72 BAC/EE Lightning F.6
Airfix #07112 1/48 de Havilland Mosquito PR Mk XVI
Airfix #50160 1/48 Spitfire Mk Vb & Bf109E Dogfight
Welsh Models #SL315V 1/144 Boeing 747-200/300

Lufthansa City Line
Northwest Jetlink
Flight Test
Revell #04897 1/32 Eurocopter EC145 DRF
Revell #04907 1/72 Agusta-Westland 101 Merlin HMA.1
Double
Kovozavody Prostejov #7206 1/72 Avia S-199 Messer/Sakin
Kovozavody Prostejov #7210 1/72 Avia S-199 Late

CzAF
Wingnut Wings #32041 1/32 Roland C.IIA late version

Wingnut Wings #32047 1/32 Albatros D.Va OAW
55-Accessorie-News-MA-1014_MAM-08 12/09/2014 16:23 Page 55
Daco Products #4801 1/48 AGM-62 Walleye I televisionguided
Barracuda Studios #32122 1/32 Bf 109G-10 propeller and

spinner for Revell kits
Barracuda Studios #32154 1/32 Bf 109G-5/10/14 Cowl

Gun Bulges for Revell kits
Barracuda Studios #32155 1/32 Bf 109G-6 intake and
exhaust set for Revell kits
Barracuda Studios #32159 1/32 Bf 109G-6 oil cooler fairing for Revell kits
Barracuda Studios #32171 1/32 Bf 109G/K Prop and Spinner Alignment Jig
Brengun #144099 1/144 Boeing 747-100 Exhaust nozzles
for Revell kits
Brengun #144100 1/144 Douglas A-4 Skyhawk canopy for
Platz kits
Brengun #144101 1/144 Mikoyan MiG-15 canopy for Attack
kits
Brengun #48060 1/48 Kawasaki Ki-61-II Hien for RS Models
kits
Brengun #48061 1/48 Kawasaki Ki-61-II Hien flaps for RS
Models kits
Brengun #72078 1/72 Caproni Ca.101 for Fly kits
Brengun #72079 1/72 US Flare/CHAFF dispensers
Brengun #72080 1/72 AH-1G Cobra air intake correction set
for Special Hobby kit
CMK #4300 1/48 WWII Luftwaffe 900L Drop Tank

CMK #4306 1/48 WWII Drop tanks 600l Luftwaffe for Ju
88/He 111
CMK #5086 1/32 Daimler-Benz DB 603E - WWII German aircraft engine
CMK #5095 1/32 Remove Before Flight Tags
CMK #7275 1/72 Messerschmitt Bf 109G-6 - Engine set for
Airfix kits
CMK #7282 1/72 Curtiss P-40E - Engine set for Academy kits
CMK #7289 1/72 Avro Lancaster B.I/III - Undercarriage set for
for Airfix kits
CMK #7290 1/72 Messerschmitt Bf 109G-6 - Control surfaces
for Airfix kits
CMK #7291 1/72 Daimler-Benz DB 605A - WWII German aircraft engine
CMK #7292 1/72 de Havilland Vampire T.11 - control surfaces
for Airfix kits
CMK #7293 1/72 de Havilland Vampire T.11 - interior set for
Airfix kits
Eduard #48814 1/48 Grumman A-6E Intruder exterior for

HobbyBoss kits Aircraft
Eduard #48815 1/48 Panavia Tornado IDS ladder for Revell
kits
Eduard #48816 1/48 Dornier Do 215B undercarriage for ICM
kits
Eduard #48817 1/48 Grumman F-14A Tomcat upgrade set
for Eduard kits
Eduard #48818 1/48 Dornier Do 215B bomb bay for ICM kits
Eduard #49689 1/48 Grumman A-6E Intruder interior for
HobbyBoss kits
Eduard #49690 1/48 Embraer EMB-314 Super Tucano for
HobbyBoss kits
Eduard #49691 1/48 Dornier Do 215B for ICM kits
Eduard #49693 1/48 F-14 Tomcat Remove Before Flight Fabric tags
Eduard #73024 1/72 Seatbelts IJN/Imperial Japanese Navy
fabric
Eduard #73026 1/72 Seatbelts RAF late fabric
Eduard #73027 1/72 Seatbelts RFC WWI fabric
Eduard #73511 1/72 Fiat CR.32 Chirri for Italeri kits
Eduard #CX397 1/72 Bell AH-1G Cobra masks for Special
Hobby kits
Eduard #EX434 1/48 Dornier Do 215B masks for ICM kits
Eduard #EX435 1/48 Grumman A-6E Intruder masks for
HobbyBoss kits
Eduard #EX436 1/48 Embraer EMB-314 Super Tucano masks
for HobbyBoss kits
Eduard #FE689 1/48 Grumman A-6E interior ZOOM for HobbyBoss kits
Eduard #FE690 1/48 Embraer EMB-314 Super Tucano ZOOM
for HobbyBoss kits
Eduard #FE691 1/48 Dornier Do 215B interior ZOOM for ICM
kits
Eduard #JX171 1/32 North-American X-15A-2 masks for
Special Hobby kits
Eduard #JX172 1/32 Lockheed T-33A masks for Special
Hobby kits
Eduard #SS511 1/72 Fiat CR.32 Chirri ZOOM for Italeri kits
Eduard Brassin #648163 1/32 AGM-12 Bullpup

Eduard Brassin #648165 1/48 AGM-45 Shrike
Eduard Brassin #672043 1/72 AIM-9D Sidewinder
Eduard Brassin #672045 1/72 F-16CJ Block 50 exhaust
nozzle for Tamiya kits
Freightdog #72008 1/72 Hawker Tempest Mk VI for Academy kits
Freightdog #72010 1/72 Dassault Etendard IVP conversion

for Heller IVM
Freightdog #72044 1/72 Supermarine Spitfire Mk 22

improvement set for Airfix kits
G-Factor GFAC3228 1/32 Meteor Mk IV 3 undercarriage legs
for HK Models kits
G-Factor #3229 1/32 Heinkel He 111 landing gear for Revell
kits
G-Factor #3230 1/32 N1K2-J Shidenkai George landing gear
for Hasegawa kits
G-Factor #3231 1/32 Ki-44-II HEI Shoki Tojo landing gear for
Hasegawa kits
G-Factor #3232 1/32 P-40M/P-40N Warhawk landing gear
for Hasegawa kits
G-Factor #4822 1/48 Grumman F6F-3/F6F-5 Hellcat landing
gear for Eduard kits
G-Factor #4823 1/48 Supermarine Spitfire Mk IX Landing
gear for Eduard kits
G-Factor #4824 1/48 T-28 Trojan Landing gear for Roden kits
G-Factor #7203 1/72 Mikoyan MiG-25 pitot tube for ICM kits
Kora #7235 1/72 de Havilland D.H.82 Tiger Moth Floatplane
Norwegian Service
Kora #7236 1/72 de Havilland D.H.82 Tiger Moth Floatplane
British Service Conversion
Kora #7238 1/72 D.H.82B Tiger Moth Queen Bee flying target
- Royal Navy Conversion
Eduard Brassin #632039 1/32 Vought F4U-1 cockpit for
Quickboost #32162 1/32 Messerschmitt Me 163B pitot tube

for Meng Model kits
Quickboost #32163 1/32 Messerschmitt Me 163B seat for
Meng Model kits
Quickboost #48613 1/48 EMB-314 Super Tucano control
lever for HobbyBoss kits
Quickboost #48614 1/48 EMB-314 Super Tucano gun barrels
for HobbyBoss kits
Quickboost #48615 1/48 F-4B/N Phantom II air intake covers for Academy kits
Quickboost #48616 1/48 F-4B/N Phantom II undercarriage
covers for Academy kits
Quickboost #48617 1/48 Aero L-29 Delfin air scoops for
Avante Garde kits
Quickboost #72456 1/72 Hawker Hurricane Mk I - late
exhaust for Airfix kits
Quickboost #72457 1/72 Avro Lancaster B.III gun barrels for
Airfix kits
Quickboost #72459 1/72 Messerschmitt Bf 110 air intakes
for Eduard kits
Quickboost #72460 1/72 Hawker Typhoon Mk IB exhaust for
Airfix kits
RES-IM #7217 1/72 Masks for Bf 109G Spirals for AZ Model
kits
RES-IM #7218 1/72 Canopy Masks for Do 335A for Dragon

kits
RES-IM #7219 1/72 Canopy Masks for F-86D for Hasegawa

kits
Maestro Models #4880 1/48 2 x Mosquito 4-blade propellers for Tamiya kits
Maestro Models #4881 1/48 S 29C Tunnan recce conversion
Maestro Models #4882 1/48 J 29 Tunnan recce conversion
Maestro Models #4883 1/48 2 Rb04C/D missile w. SAAB
A 32 Lansen launchers
Maestro Models #4885 1/48 Night recce pod MSK for Airfix
and Tarangus kits
Maestro Models #4886 1/48 MSK Flash pod for recce
Viggen
Maestro Models #7275 1/72 AJ 37 Viggen tail section for
Heller kits
Maestro Models #7276 1/72 JA 37 Viggen set; tail section,
tank, chaff dispensers 401
Maestro Models #7277 1/72 BOY 401 for Heller kits
Maestro Models #7278 1/72 2 x Mosquito 4-blade propellers for Airfix kits
Maestro Models #7279 1/72 S 29C Tunnan recce conversion
Maestro Models #7280 1/72 J 29 Tunnan recce conversion
Maestro Models #4816 1/48 Heinkel He 115 detail set for
Special Hobby kits
Maestro Models #7212 1/72 SAAB B17 detail set
Maestro Models #7228 1/72 Heinkel He 115 detail set for
Matchbox and Revell kits
Maestro Models #7229 1/72 Saab 29A / 29B Tunnan detail
for Tarangus kits
RES-IM #3201 1/32 Masks for F4U-1 Corsair for Tamiya kits
RES-IM #4808 1/48 Masks for Bf 109G for Eduard kits
RES-IM #4809 1/48 Masks for Beaufighter Mk VI for Tamiya
kits
RES-IM #4810 1/48 Masks for Mosquito Mk VI for Tamiya kits

RES-IM #4811 1/48 Masks for US Staff car for Tamiya kits
RES-IM #7235 1/72 TBF-1 - Detail PE set for Hasegawa kits
RES-IM #7236 1/72 Bf 109E - Detail PE set for Tamiya kits
RES-IM #7237 1/72 Mi-8 - Detail PE set For HobbyBoss kits
Scale Aircraft Conversions #32084 1/32 EE Lightning

Landing Gear for Trumpeter kits
Scale Aircraft Conversions #48264 1/48 X-47B Landing

Gear for Freedom Model kits
Scale Aircraft Conversions #482651/48 YF-23 Landing

Gear for HobbyBoss kits
Scale Aircraft Conversions #48266 1/48 F-101A/C Landing Gear for Kitty Hawk kits
Scale Aircraft Conversions #72091 1/72 F-35A Landing

Marabu Design #72024 1/72 Douglas TBD-1 Exterier set
Gear for Hasegawa kits
for AZ Model kits
Scale Aircraft Conversions #72092 1/72 Su-27SM Flanker
Marabu Design #72027 1/72 Zlin Z-226 C-205 set for
Landing Gear for Zvezda kits
Kovozavody Prostejov kits
SBS Model #72017 1/72 Bristol Blenheim Mk I 2-engine set

NH Detail #72029 1/72 Yak-27K-8 Detail Set for A Model kits
Pavla Models #C72127 1/72 Dassault Mirage 2000C for
Heller kits
Tamiya kits
Plus Model #7006 1/72 Heller EC-121 'Warning Star' Undercarriage detail set
Plus Model #7007 1/72 Heller EC-121 'Warning Star' Flaps
detail set
Plus Model #7008 1/72 Heller EC-121 'Warning Star' 'Tail
Feathers set
Plus Model #7009 1/72 Heller EC-121 Engines set
Pavla Models #U72157 1/72 Dassault Mirage 2000 control

surfaces for Heller kits
for Airfix kits
55
ACCESSORIES NEWS
Aires #2194 1/32 Douglas A-1D/AD-4 Skyraider cockpit set

for Trumpeter kits
Aires #4629 1/48 Lavochkin La-5F/La-5FN cockpit set for
Zvezda kits
Aires #4630 1/48 McDonnell F-4D Phantom II early cockpit
set for Academy kits
Aires #7313 1/72 Ilyushin Il-2 Sturmovik control surfaces for
Tamiya kits
Aires #7314 1/72 Messerschmitt Bf 110 flaps for Eduard kits
CMK #7294 1/72 Napier Sabre series Mk II - WWII British aircraft engine
CMK #7295 1/72 Hawker Typhoon Mk Ib - engine set for Airfix
kits
CMK #7296 1/72 Allison 1710-33 series C - WWII US Aircraft
engine
CMK #7297 1/72 Curtiss P-40B Undercarriage set for Airfix
CMK #7298 1/72 Curtiss P-40B/P-40C - Interior set for Airfix
kits
CMK #7299 1/72 Curtiss P-40B/P-40C - Engine set
CMK #7301 1/72 WWII Luftwaffe 900L Drop Tank
CMK #7303 1/72 Long-Range Air-to-Surface Missile
CMK #7305 1/72 GBU-12 Paveway II Laser Guided Bomb
CMK #7307 1/72 Remove Before Flight Tags
CMK #7308 1/72 WWII Luftwaffe 600L Drop Tanks
CMK #7309 1/72 BAC/EE Lightning F.2A interior set
CMK #7311 1/72 Messerschmitt Bf 109E trop Interior set for
Airfix kits
CMK #72204 1/72 MG 131 - WWII German aircraft machine
gun
CMK #72205 1/72 Messerschmitt Bf 109G-6 exhausts for Airfix kits
CMK #72206 1/72 Avro Lancaster B.I/Mk II/Mk III seats for
Airfix and Hasegawa kits
CMK #72207 1/72 Lancaster B.I/Mk II/Mk III panel for Airfix
and Hasegawa kits
CMK #72208 1/72 Hawker Typhoon Mk I - Exhausts for Airfix
kits
CMK #72209 1/72 Bell AH-1G Cobra Seats for Special Hobby
kits
CMK #72210 1/72 P-40B/P-40C Exhausts for Academy, Airfix
and HobbyBoss kits.
Now Available
New Conversions and Detailing Sets
56-Decal-News-MA-1014_MAM-08 12/09/2014 16:23 Page 56
Decal News
56
Caracal Models #48044 1/48 Alpha Jet A/E

Caracal Models #48047 1/48 Grumman HU-16A Albatross USAF / US Coast Guard
Caracal Models #48065 1/48 Blue Angels Lockheed C130 Fat Albert
Caracal Models #48066 1/48 Embraer EMB-314 Super
Tucano Esquadrilha da Fumaca
Caracal Models #72019 1/72 Lockheed-Martin F-16
Vipers - The Next Generation
FCM #48033 1/48 Northrop F-5B/F-5E/F-5F in Brazilian

Service
FCM #48047 1/48 Embraer EMB-314 Super Tucano part 1
FCM #72024 1/72 Curtiss P-40E/P-40L/P-40M/P-40N
FCM #72040 1/72 Grumman F-14A Tomcat 'Sundowners'
HAD Models #32050 1/32 Messerschmitt Bf 109G-6
Linden Hill #48028 1/48 Brothers in Arms 1 Warsaw

Pact MiG-23Ms and MFs
Linden Hill #48036 1/48 Brothers in Arms 2 MiG23ML/MLA/MLD/P
Linden Hill #48037 1/48 VVS MiG-23MLDs in
Afghanistan
Mark 1 Decals #14432 1/144 Italian AF WWII B&W

Insignia
Mark 1 Decals #14433 1/144 Spanish Nationalist

Insignia
Mark 1 Decals #14434 1/144 Royal Hungarian AF
Iliad Design #48028 1/48 Spitfires over India

Iliad Design #72013 1/72 Pre-War Hurricanes
Insignia 1942-45
Mark 1 Decals #14435 1/144 East German AF Insignia

Mark 1 Decals #14436 1/144 Polish AF Insignia
Kuivalainen #4802 1/48 Finnish AF Messerschmitt Bf

109G-6 aces, summer 1944
Kits-World #72122 1/72 Douglas Dakota DC-3 / C-47

L Decals Studio #48008 1/48 Sky over Vietnam - MiG's
Rivals Part I
Lifelike #32018 1/32 Fokker D.VII

L Decals Studio #72008 1/72 Sky over Vietnam - MiG's

Rivals Part I
Maestro Models #4808 1/48 Swedish Airforce seaLF Models #48107 1/48 T-28 Trojan over Laos
LF Models #48108 1/48 T-33 Shooting Star over France
LF Models #48109 1/48 RT-33 Shooting Star over France
planes
for Hobbycraft kits

LF Models #48110 1/48 T-33 Shooting Star over Libya
LF Models #72173 1/72 T-28 Trojan over Laos
LF Models #72174 1/72 T-33 Shooting Star over France
LF Models #72175 1/72 RT-33 Shooting Star over France
LF Models #72176 1/72 T-33 Shooting Star over Libya
Maestro Models #7212 1/72 SAAB Safir
Maestro Models #7211 1/72 Swedish Airforce seaplanes
Rocketeer Decals #72019 1/72 Lockheed F-104C

Starfighter
IV Pt.2
Warbird #48039 1/48 Northrop T-38A Talon USAF Thunderbirds for Trumpeter kits
Furball Aero-Design #48009 1/48 F-8E Crusader

canopy framing for Hasegawa kits
Furball Aero-Design #48017 1/48 A-7D/A-7E Corsair
II yellow/tan canopy seals
Furball Aero-Design #48036 1/48 Air Wing All-Stars/
Tomcats Part II
Furball Aero-Design #48037 1/48 USMC Intruders
Xtradecal #48136 1/48 F4U-1 Corsair New Zealand

Xtradecal #72127 1/72 RAF 6 Squadron History 1931-2010
Xtradecal #72203 1/72 Bristol Blenheim Mk I/Mk IF/Mk
Xtradecal #72209 1/72 Vought F4U-1 Corsairs
Xtradecal #72210 1/72 RAF WWII Dull red bomber code
letters 48 high x 24 x 6
Xtradecal #72211 1/72 RAF WWII Dull red bomber code
letters 48 high x 30 x 6
Xtradecal #72212 1/72 RAF WWII Dull red letters and
numbers 36 high x 6 and 4.5
Xtradecal #72213 1/72 RAF WWII Sky code Numbers
18, 24, and 30
Pl 1
us 0
Fre %
e P of
os f
ta
ge
aviattic
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58-59-Workbench-TP-MA-1014_MAM-08 12/09/2014 16:23 Page 58
58
F2A Buffalo
WORK BENCH
Pearl of the Sky

By Trevor Pask
he Brewster Model 239, or Buffalo as it is more

commonly known, is much maligned aircraft.
Generally considered to be a complete failure,
the aircraft was outclassed in the early stages
of WW2 when in American, British, Australian and
Dutch service it encountered Japanese aircraft such as
the Zero. Quickly replaced and relegated to training
duties in Allied service, most general reference books
regard the Buffalo as being a pedestrian early
generation monoplane that offered little by the way of
improvement over earlier types, and so was quickly
replaced and forgotten. It is true that the Buffalo
suffered against Japanese types, but what tends to be
forgotten is that the aircraft was very successful in
Finnish service achieving a remarkable kill-to-loss
ratio of over thirty-to-one during the Winter War
between Finland the Soviet Union in 1940 to 1941.
Finland operated a wide variety aircraft types during the two

separate conflicts with the Soviet Union in the 1940s: Gladiators
from the UK, Mohawks from the USA, Moranes from France and Bf
109s from Germany. The diverse nature of the equipment reflects
the political choices that to a great extent were forced upon Finland .
At the start of WW2, the country was involved in a border war the
Winter War - with the Soviet Union. Being small, and not the
aggressor, Finland had a lot of support in the West and acquired a
diverse range of aircraft one of which was the Brewster Buffalo.
The Buffalo continued on in service and was still operational by the
time of the second Continuation War, which took place between
1943 and 1944. By 1943 following Germanys attack on the Soviet
Union, the Finns were in a position where they were allied with
Germany almost by default. The Finns were not natural members of
the German Axis, and possibly as a result, Finland unlike the other
Baltic States was allowed to remain an independent country after
the end of WW2 and was not subsumed into the Soviet Union.
The Buffalo prototype first flew in 1937 and was the product of
a competition by the US Navy for a new carrier based fighter aircraft.
One of the unsuccessful designs was subsequently reworked by
Grumman into the highly successful Wildcat, but at the time, the
Buffalo appeared to be the most promising type on offer. The first
aircraft entered US Navy service in 1938, and the need of European
countries to rearm led to large export orders being placed the type
being ordered by the British, Belgians, Dutch and Finns. The British
F2A Buffalo
Kit Number: 80290
quickly decided that the types performance was not good enough
for the European theatre and deployed the aircraft to the Far East
where the threat posed by the Japanese was considered to be far
less. In reality, the threat posed by Japanese aircraft such as the Zero
58-59-Workbench-TP-MA-1014_MAM-08 12/09/2014 16:23 Page 59
59
PEARL OF THE SKY
was every bit as great as those that would have been faced in
Europe. The loss of fifteen out of twenty-five Marine Corps aircraft at
Midway was typical of the attrition suffered by the Buffalo at the
start of the WW2. The reputation of the type as ineffective and
outdated was sealed at that point.
In fact, virtually no aspect of the Allied military fared well
against the Japanese, and some of the losses were attributable to
poor training and tactics as much as any inherent design issues with
the aircraft. In US service, the Buffalo was quickly discarded, but
Finland had an altogether different experience with the aircraft.
Finland initially bought thirty Buffalos in December 1939. The Finns
loved the aircraft naming it Pearl of the Sky and some remained
in service until 1944. In addition to the 32-to-1 kill ratio, the type at
one point secured 135 consecutive victories without loss. The reasons
for this success can be debated, but the principal reasons appear to
be that the opposing Soviet aircraft were of a similar generation, and
the encounters tended to be classic WW1 style turning dog fights,
which suited the Buffalo. The machine was also very rugged and
could be easily operated in arctic weather conditions.
Despite the notoriety of the aircraft, kits of the Buffalo have
been fairly common. Tamiya set the standard with a good 1/48 kit in
1975, and in 1/72, acceptable kits were issued by Airfix, Matchbox
and Hasegawa. More detailed but expensive kits were issued by
Special Hobby in 1/73 in 2008 together with an impressive limitedrun kit in 1/32. Latest in the line was HobbyBoss who added a
Buffalo to their simplified Easy Kit range in 2013.
The HobbyBoss kit assembles almost flawlessly into a model
that accurately captures the outlines of the Buffalo. Unfortunately,
the simplified approach used by HobbyBoss moulding almost the
entire airframe in just two pieces, has its limitations with respect to
some key details. HobbyBoss are certainly getting much more
accomplished at providing more realistic cockpits. The early kits in
this series tended to have very shallow cockpits, which were hard to
modify in any way. In common with the more recent kits, the Buffalo
has a fully hollow cockpit, a floor, rudder pedals, and representations
of the instrument panel and control column. This is enough for the
modeller to build upon, but for the purist, the problem is that the
Buffalo did not have a cockpit floor. Many 1930s designs did not,
and the Buffalo definitely did not require a floor because the aircraft
was fitted with a window beneath the pilot's feet to aid landings on
aircraft carriers. The semi-solid moulding techniques used by
HobbyBoss do not permit this feature to be represented by a
transparency. A decal is provided instead, which is just about
acceptable given that land based operators of the aircraft tended to
overpaint the window.
The HobbyBoss kit is also completely lacking in detail in the

canopy area behind the pilot's seat. In US Navy and Marine-operated
aircraft, this area housed a very prominent container for a life raft a
feature that was even represented on the 1970s vintage Airfix kit.
Finnish aircraft did not carry a life raft, but the shelf behind the
pilot's head also housed a roll-over hoop structure that is prominent
in most photographs of the aircraft. The radio equipment was also
located in the fuselage behind the pilot and Finnish aircraft featured
a large circular aerial located underneath the canopy. Whatever
Buffalo is being modelled, some extra detail will need to be added to
represent these features. This is easily done with stretched sprue and
wire, but perhaps a little more should have been included in the kit?
These small quibbles aside, the HobbyBoss kit builds up nicely.
The fit of the parts is good. Only a little filler was required along part
of the joint line between the upper and lower fuselage halves. A
light dusting of Halfords Grey Plastic Primer sealed this filler in and
revealed a few mould lines along the wing leading edges, which
needed removing before the model could quickly proceed to the
painting stage.
The two schemes provided by HobbyBoss are puzzling in that
for kits designed for relatively inexperienced modellers, both are
difficult to paint convincingly. The yellow, silver and white aircraft
from VF 3 is a classic pre-war aircraft that possibly has to be included
for marketing purposes, but the experimental dazzle camouflaged
aircraft would require extensive masking to represent convincingly.
Its inclusion in this kit is a mistake. This may sound harsh, but either
a much larger decal sheet should have been provided, or HobbyBoss
should have been more conservative. Alternative decals can,
however, be obtained from a number of sources, and a sheet from
Colorado Decals was used for this project.
Finnish Buffalos were camouflaged with grey undersurfaces,
two-tone dark green upper surfaces, and often had yellow cowling
and wing tip recognition panels. The Colorado sheet contained
several Finnish examples, but White 7 was particularly attractive as
it had a contrasting blue tail and a number of kill markings. Humbrol
64 Grey was airbrushed over the entire model to provide the
undersurface colour and to offer a base for the rest of the scheme.
The two shades of green were hand painted using Revell 139 and
140, which seemed to be good matches for the camouflage shades.
Revell 310 was used for the yellow identification panels. When dry
the paintwork was distressed with some light attention from a nail
polisher to create the scuffs and worn paintwork that often featured
on Finnish aircraft. Some paint chips and stains were added using
various shades of Humbrol enamels.
Johnson's Klear sealed the surface of the model and provided a
smooth surface for the decals. The Colorado decals were a little
thick, but reacted well to setting solutions and bedded into the
surface detail. The model was then weathered with the use of some
Humbrol enamel washes and a white Tamiya pastel. Most
photographs of Finnish Buffalos show extremely well worn paint
schemes on what by the 1943/44 period would have been well used
aircraft. The aim was to replicate that appearance on this model and
make the end result look truly worn and battered. Many WW2
aircraft simply did not survive for long enough for the paintwork to
get worn, but the Finnish Buffalos did.
The kit is supplied with a telescopic gunsight, which was
common on American and Japanese aircraft in the 1930s and early
1940s. Export aircraft, however, were fitted with more conventional
reflector sights. A representation is easily built up from scrap plastic,
but as the telescopic sight was mounted through the windscreen,
the canopy needs to be modified by cutting out the front
windscreen and replacing this piece of glazing. This demands a little
care, but providing a thin piece of scrap plastic or acetate is used, the
work just requires a steady hand and a sharp pair of scissors.
Hopefully HobbyBoss will provide an alternative canopy in a future
version of the basic kit.
A conventional modern kit of the Buffalo is needed, but
HobbyBoss have provided an affordable alternative to the expense
of Hasegawa or Special Hobby kits or the frustration of vintage Airfix
and Matchbox. The Buffalo is often overlooked, but the aircraft was
simply not as bad as history has portrayed it. The aircraft came along
at a time of very rapid technological improvement and received an
undeserved reputation simply by being in the wrong place at the
wrong time. But for an accident of history, the Hurricane and the
Spitfire could have suffered the same fate. MA
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62-Events Calendar-MA-1014_MAM-08 12/09/2014 16:22 Page 62
Events
62
october2014
Show Report
The Australian Model Expo 2014

By Rene de Koning
xtraordinary! is the only way to

describe this year's Australian
Model Expo, which was held
over the weekend of 7th 9th
June 2014.
The competition attracted a record breaking
718 entries, from 247 competitors, 61 of which
were first timers, and these figures are the
highest ever recorded in the event's 31-year
history. The general consensus was that there
were a lot of great models on show this year,
which clearly demonstrates that the hobby of
plastic scale modelling is alive and well.
A greater number of clubs also attended this
year, 31 in total, which pushed the number of
models on display to well over 2,000.
Because of the large number of competition
entries some of the categories were almost
bursting at the seams, with Large Scale Aircraft,
Gundam & Mecha, Sci-fi and Dioramas being the
standouts.
Mark Carlisle won the Best of Show award

for The Khastripede, a much admired and superb
piece of work, which caused a real stir amongst
the Gundam/Mecha boys.
Saying that the 2014 Australian Model Expo
was a huge success would be an
understatement, and is a real testament
to the hardworking volunteers who
make this show happen each year.
For more photos and information go to:
ME12B Jason Steinwedel. Fine example

of the 1/48 Airfix Gloster Javelin FAW.9
won 1st place in the Medium Scale
Aircraft - Jet or Rocket Propelled category
www.modelexpo.com.au
ME22B Sam Dwyer. 1/35 scale Tamiya Merkava 1 took 1st

place in the AFV Large-Modified-Post 1950 category
ME52 Mark Carlisle. Beautifully painted Templar Knight won

him a 1st in the Historical Figures - Small category
ME63 Mark Carlisle. Produced this magnificent looking Sgt

Connor figure which took 1st place in the Sci-fi, Movie,
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ME43 Callum MacDonald. Great looking RAN Harbour diorama won him a 1st in the Military
Dioramas category
ME61 Shane Richmond. Klingon Bird of Prey deservedly

placed 1st in the hotly contested Sci-fi, Movie, Fantasy Vehicles & Equipment category
ME15 Stuart Coleman. Impressive 1/72 Airfix Short Stirling placed 1st in the Small Scale
Aircraft-Modified category and also won the Best Airfix award
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64-65-Shop-Web-MA-1014_76-77-Shop-Web-AM-0607.qxd 12/09/2014 16:05 Page 65
Promote your company here and appear in all 3 publications Scale Aviation Modeller International, Model Aircraft and
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Web: www.models2u.co.uk
A comprehensive range of tools, decals

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Browse our website to see the amazing
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66-Finally-MA-1014_MAM-08 12/09/2014 16:22 Page 66
And Finally...
66
Finnish Fighter Colours

volume 1 1939-1945
Volume 13 Issue 10
Produced by Media House
21 Kingsway, Bedford MK42 9BJ
Telephone: +44 (0)1234 211245
Fax: +44 (0)1234 325927
Email: mail@sampublications.com
PUBLISHER SAM Publications
EDITOR Gary Hatcher
Media House, 21 Kingsway, Bedford MK42 9BJ
Email: gary@sampublications.com
ASSISTANT EDITOR Andy Evans
The above editorial email is ONLY to be used for editorial submissions. It is NOT for
subscription payments or queries, back issues or Modellers Datafile orders. Please
send all of these to mail@sampublications.com
STUDIO MANAGER / DESIGN
PAGE LAYOUT Andy Folds
SAM PUBLICATIONS EMAIL
Jonathan Phillips
mail@sampublications.com
Use this address for back issue orders, subscriptions or subscription enquiries or book
orders. Note that we cannot undertake research into specific or general aviation queries
and that there may be some delays in responses from the contributors, as they are not
based at the editorial address.
Rebecca Harris
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Media House 2014

Articles, photographs and drawings published in Model Aircraft Monthly are protected by
copyright. Reproduction in whole or in part is forbidden without prior authority of the
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House cannot be liable in any way for any errors or omissions. Nor can the publisher
accept responsibility for the bona fides of advertisers.
ISSN: 2046-5386
Authors: Kari Stenman and

Karolina Holda
Publisher: Mushroom Model
Publications
ISBN: 978 83636 780 74
Format: Hardback, 208pp
t last we have Finnish fighters

in the popular camouflage
and marking series by Mushroom. The aircraft dealt with
in this volume are - Bristol Bulldog,
Fokker D.XXI, Gloster Gladiator, Fiat
G.50, Morane Saulnier MS.406 and
Brewster 239.
Information on each machine is divided into two sections. The first covers the
service history, the second, camouflage and
markings. It goes without saying that the
whole book is lavishly illustrated with high
quality photographs, which, incidentally,
will be extremely useful to the modeller.
Most of the colour schemes are pretty standard, but I think it is the unit markings that
will be of most use. However there is more.
The squadron artist must have had plenty

of time on his hands, considering the
amount of decoration found on many of
the aircraft. The spats on the Fokker D.XXI
seemed to have attracted some attention,
with a number of wavy stripes over the
underside colour - using one of the topside
colours. But that is not all. You will also
find various American cartoon characters
painted on them, such as Popeye, Wimpy
and Charlie Chaplin.
We then come to 'kill markings' and
this applies to a number of types. This is
where the station artist really gets to work.
It seems that the favourite place to put
them is on the fin or rudder. Some are
denoted by a single brush stroke, but others would have taken some time to produce. One such emblem is a front view of
the enemy aircraft and each one is painted
with the characteristics of the particular
machine, so you will know if it was a single- or twin-engined aircraft, or a particular type of biplane. However I have saved
the best until last.
Next Month in Model Aircraft

In next months packed issue of Model Aircraft:
Media House is a member of

The paper used in this magazine is made from timber sourced from
sustainable managed forests;
the pulp is ECF (elemental chlorine free); the manufacturing mill is
accredited with ISO14001 and EMAS for their environmental controls.
Airwars Focus
VF 111 Sundowners in Focus
Evgeniy G. Pepelyaev foremost ace of the
Korean War Part 3
Subscriptions
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phone. Subscription Hotline +44 (0)1234 211245
Dornier Do 22 in HAF Service

D-Day Spitfire in 1/48
American Subscriptions
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Model Aircraft, Volume 13, Issue 10, October 2014,

(ISSN: 2044-737X) published monthly by Media House, 2221 Niagara Falls
Blvd, Niagara Falls NY 14304-5709. Periodical postage pending Niagara
Falls NY. U.S. Postmaster. Send address corrections to
Model Aircraft Monthly, PO Box 265 Williamsville, N.Y 14231
Hurricane Wing Armaments

Ark Royal Phantomisation
Mi-10 Harke in 1/72
Spotting the link - the Yak-141 and the
F-35B in 1/72
Plus all our usual columns and regulars in the
foremost modellers reference magazine
Questions to Contributors
If you have a question or query you wish to raise with any of the contributors to this
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understand that the staff at Media House do not have access to the information you
require and therefore cannot answer your questions on the phone. Please enclose a
stamped SAE with all enquiries, if you anticipate a reply. Thank you.
Samples for Review

Model Aircraft Monthly is always happy to review new books within its pages. Any item
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but please ensure that the package is clearly marked for customs as a sample, free of
charge to reduce the risk of unnecessary delays. Thank you.
Company/Suppliers Address Details & General Enquiries

Please note that the Group Editor and staff at Media House cannot help with general
enquires about contact details for companies, importers or model shops whose products
may be mentioned in Model Aircraft Monthly if the address information is not included
with the review etc. Please check the advertisements in this journal for all suitable UK
sources and only contact the firm directly if it is noted that there is No UK stockist. We
are sorry, but we cannot help with details of companies which do not advertise in this
magazine. Also note that neither the Group Editor nor contributors will undertake specific
or general research for enquirers. Thank you.
Model Aircraft is published monthly by Media House
Next issue on sale 23rd October 2014.
Copyright Warning
Due to the growing misuse and breach of copyright apparent on the web, Media House hereby gives
notice that no-one is permitted to reproduce in any way, (in original form or 'modified'), anything
published in this, or previous editions of this magazine. All design, layout and
studio photography is the copyright of Media House. All profiles, scale plans and
supporting photographs are the copyright of the individual authors. None of these
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Media House 2014
All rights reserved. No part of this publication may be reproduced or
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information storage and retrieval system, without prior permission in writing
from the publishers.
One gentleman, a Captain Eino Luukanen, the leader of 1/Lentolaivue 24, who
flew a Brewster 239, used beer bottle
labels as kill markings - seventeen of them,
obviously a heavy drinker!
This book is an excellent piece of work,
with seventy-five large colour profiles, unit
details and a colour table covering all the
fighter aircraft used in Finnish service, complete with FS equivalents. What more could
you want? Oh, and if you cannot wait for
volume 2 to identify the next set of aircraft,
then look on the back cover of this one.
Highly recommended
www.mmpbooks.biz
Ernie Lee
67-Testors-Recreate-Aircraft-1014-WP_Layout 1 12/09/2014 16:30 Page 1
The Testor
Corporation Adds
Creative Models As
U.K. Distributor
68-LuckyModel-1014-WP_Layout 1 12/09/2014 16:30 Page 1

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01-Cover-AM-1014_01-Cover-AM-0607.

qxd 12/09/2014 16:13 Page 1

Vol 13 Iss 10 October 2014 4.25

02-Revell-Spitfire-1014-WP_Layout 1 12/09/2014 16:30 Page 1

Supermarine Spitfire Mk.IIa

Visit our brand new

The Legendary Spitfire

Available from branches of

and all good model stockists.

Mastered-Ads-AM-1014_15-Ads-AM-0707.qxd 12/09/2014 16:27 Page 3

For 67.99 you

Other kits also available

04-05-Contents-MA-1014_MAM-08 12/09/2014 16:46 Page 4

Red Banner Fighter

The Lockheed Ventura in

Part Two Sabre Dancing

Ventura Mk IIs in action over Italy part 1

Scaling down a Sea God

IPMS UK Column (Chris Ayre)

Pepelyaevs Korean War MiG

The P-8A Poseidon in 1/144

Shop & Web Guide

Cover Artwork by John Fox

6 The Avro Anson in RAF 20 A Bit on the Side

Vogts Ugly Baby the BV 141

Flying with the Tigers

04-05-Contents-MA-1014_MAM-08 12/09/2014 16:47 Page 5

Model Aircraft | October 2014

aving just worked through this month's material, I

38 Take the TRAM

46 The Sea God Lands

Spitfire back seat drivers

Second Time Intruder

Close-up of Boeings P-8A Poseidon

50 Viva Espania and

CONTENTS VOLUME 13 ISSUE 10

The Past, the Present and the

06-12-Avro-Anson-HIST-MA-1014_MAM-08 12/09/2014 16:08 Page 6

THE AVRO ANSON IN RAF SERVICE

The Avro Anson in

and this was so successful that the Air Ministry

06-12-Avro-Anson-HIST-MA-1014_MAM-08 12/09/2014 16:08 Page 7

Model Aircraft | October 2014

The Avro Anson Mk I was the most numerous

The Mk V was a development of the Canadian Mk

As the end of the war came close the Brabazon

The Mk III and Mk IV both appeared before the Mk II

The Anson Mk XI and XII were the first to feature

The Mk IV again combined a British built fuselage

The Anson Mk 18 was a version of the C.19

THE AVRO ANSON IN RAF SERVICE

06-12-Avro-Anson-HIST-MA-1014_MAM-08 12/09/2014 16:08 Page 8

THE AVRO ANSON IN RAF SERVICE

Towards the end of WW2 an extensive redesign of the Anson

06-12-Avro-Anson-HIST-MA-1014_MAM-08 12/09/2014 16:46 Page 9

Model Aircraft | October 2014

THE AVRO ANSON IN RAF SERVICE

Cockpit of an Anson C.19

being phased out of operational service but it was already proving

06-12-Avro-Anson-HIST-MA-1014_MAM-08 12/09/2014 16:08 Page 10

THE AVRO ANSON IN RAF SERVICE

Although they were built as trainers, some Anson T.21s also

06-12-Avro-Anson-HIST-MA-1014_MAM-08 12/09/2014 16:08 Page 11

Model Aircraft | October 2014