Bristol Beaufighter TF.X

Here are some more images Of Revell/Lodela 1/32 scale Bristol Beaufighter TF.X.

From Wikipedia"

1941 saw the development of the Beaufighter Mk.IC long-range heavy fighter. This new variant entered service in May 1941 with a detachment from No. 252 Squadron operating from Malta. The aircraft proved so effective in the Mediterranean against shipping, aircraft and ground targets that Coastal Command became the major user of the Beaufighter, replacing the now obsolete Beaufort and Blenheim.

Coastal Command began to take delivery of the up-rated Mk.VIC in mid 1942. By the end of 1942 Mk VICs were being equipped with torpedo-carrying gear, enabling them to carry the British 18 in (457 mm) or the US 22.5 in (572 mm) torpedo externally. The first successful torpedo attacks by Beaufighters came in April 1943, with No. 254 Squadron sinking two merchant ships off Norway.

The Hercules Mk XVII, developing 1,735 hp (1,294 kW) at 500 ft (150 m), was installed in the Mk VIC airframe to produce the TF Mk.X (Torpedo Fighter), commonly known as the "Torbeau". The Mk X became the main production mark of the Beaufighter. The strike variant of the "Torbeau" was designated the Mk.XIC. Beaufighter TF Xs would make precision attacks on shipping at wave-top height with torpedoes or "60lb" RP-3 rockets. Early models of the Mk Xs carried metric-wavelength ASV (air-to-surface vessel) radar with "herringbone" antennae carried on the nose and outer wings, but this was replaced in late 1943 by the centimetric AI Mark VIII radar housed in a "thimble-nose" radome, enabling all-weather and night attacks.

The North Coates Strike Wing of Coastal Command, based at RAF North Coates on the Lincolnshire coast, developed tactics which combined large formations of Beaufighters using cannon and rockets to suppress flak while the Torbeaus attacked at low level with torpedoes. These tactics were put into practice in mid 1943, and in a 10-month period, 29,762 tons (27,000 tonnes) of shipping were sunk. Tactics were further adapted when shipping was moved from port during the night. North Coates Strike Wing operated as the largest anti-shipping force of the Second World War, and accounted for over 150,000 tons (136,100 tonnes) of shipping and 117 vessels for a loss of 120 Beaufighters and 241 aircrew killed or missing. This was half the total tonnage sunk by all strike wings between 1942 and 1945.

Beaufighter TF Mk X

Two-seat torpedo fighter aircraft. The last major version (2,231 built) was the Mk X, among the finest torpedo and strike aircraft of its day. The later production models featured a dorsal fin.

Messerschmitt ME 262 A 1a

Here are some more images of Trumpeter's 1/32 scale Messerschmitt ME 262 A 1a.

From Wikipedia"
The Messerschmitt Me 262 Schwalbe ("Swallow") was the world's first operational jet-powered fighter aircraft. Design work started before World War II began but engine problems prevented the aircraft from attaining operational status with the Luftwaffe until mid-1944. Compared with Allied fighters of its day, including the British jet-powered Gloster Meteor, it was much faster and better armed One of the most advanced aviation designs in operational use during World War II, the Me 262 was used in a variety of roles, including light bomber, reconnaissance and even experimental night fighter versions.
Me 262 pilots claimed a total of 542 Allied kills (although higher claims are sometimes made) against the loss of only about 100 Me 262s in the air. The Allies countered its potential effectiveness in the air by relentlessly attacking the aircraft on the ground and while they were taking off or landing. Maintenance problems and a lack of fuel during the deteriorating late-war situation also reduced the effectiveness of the aircraft as a fighting force. In the end, the Me 262 had a negligible impact on the course of the war as a result of its late introduction and the consequently small numbers that were deployed in operational service. The Me 262 influenced the designs of post-war aircraft such as the North American F-86 Sabre and Boeing B-47 Stratojet.
Several years before World War II, the Germans foresaw the great potential for aircraft of a British invention: the jet engine, invented by Frank Whittle in 1928. As they were in the middle of a great military build up which would lead to war, they ignored the various patents that Whittle had in effect and simply took the idea and developed it into a very advanced fighter aircraft. As a result, the Me 262 was already being developed as Projekt 1065 (P.1065) before the start of World War II. Plans were first drawn up in April 1939, and the original design was very similar to the plane that eventually entered service. The progression of the original design into service was delayed greatly by technical issues involving the new jet engine. Funding for the jet program was also initially lacking as many high-ranking officials thought the war could easily be won with conventional aircraft. Among those were: Hermann Göring, head of the Luftwaffe, who cut the engine development program to just 35 engineers in February 1940; Willy Messerschmitt, who desired to maintain mass production of the piston-powered Bf 109 and the projected Me 209; and Major General Adolf Galland, who supported Messerschmitt through the early development years, flying the Me 262 himself on 22 April 1943. By that time, problems with engine development had slowed production of the aircraft considerably. One particularly acute problem arose with the lack of an alloy with a melting point high enough to endure the high temperatures involved, a problem that by the end of the war had not been adequately resolved.
The project aerodynamicist on the design of the Me 262 was Ludwig Bölkow, later a prominent figure in the post-World War II development of the German aircraft industry. He initially designed the wing using NACA airfoils modified with an elliptical nose section. Later in the design process, these were changed to AVL derivatives of NACA airfoils, the NACA 00011-0.825-35 being used at the root and the NACA 00009-1.1-40 at the tip. The elliptical nose derivatives of the NACA airfoils were used on the horizontal and vertical tail surfaces. Wings were single-spar cantilever construction, with stressed skins, varying from 3 mm (0.12 in) thick at the root to 1 mm (0.039 in) at the tip. The wings were fastened to the fuselage at four points, using a pair of 20 mm (0.79 in) and forty-two 8 mm (0.31 in) bolts.
In mid-1943, Adolf Hitler envisioned the Me 262 as an offensive ground-attack/bomber rather than a defensive interceptor. The configuration of a high-speed, light-payload Schnellbomber ("Fast Bomber") was intended to penetrate enemy airspace during the expected Allied invasion of France. His edict resulted in the development of (and concentration on) the Sturmvogel variant. It is debatable to what extent Hitler's interference extended the delay in bringing the Schwalbe into operation. Albert Speer, then Minister of Armaments and War Production, claimed in his memoirs that Hitler originally had blocked mass production of the Me 262 before agreeing in early 1944. He rejected arguments that the aircraft would be more effective as a fighter against Allied bombers destroying large parts of Germany, and wanted it as a bomber for revenge attacks. According to Speer, Hitler felt its superior speed compared to other fighters of the era meant it could not be attacked and so preferred it for high altitude straight flying.
Although the Me 262 is often referred to as a "swept wing" design, the production Me 262 had a leading edge sweep of only 18.5°, too slight to achieve any significant advantage in increasing the critical Mach number Sweep was added after the initial design of the aircraft, when the engines proved to be heavier than originally expected, primarily to position the center of lift properly relative to the centre of mass. On 1 March 1940, instead of moving the wing backward on its mount, the outer wing was repositioned slightly aft; the trailing edge of the midsection of the wing remained unswept. Based on data from the AVA Göttingen and wind tunnel results, the middle section's leading edge was later swept to the same angle as the outer panels.

Supermarine Spitfire F/Mk-24 2

Here are some more images of Revell's (Matchbox molds) 1/32 scale Supermarine F/Mk-24 Spitfire.

From Wikipedia"
The final Spitfire variant, the Mk 24, was similar to the Mk 22 except that it had an increased fuel capacity over its predecessors, with two fuel tanks of 33 gal (150 l) each installed in the rear fuselage. There were also zero-point fittings for rocket projectiles under the wings. All had the larger "Spiteful" tail units: modifications were also made to the trim tab gearings in order to perfect the F Mk 24's handling characteristics. Late production aircraft were built with the lighter, short-barrelled, electrically fired Mark V Hispano cannon.

Performance was impressive – the F Mk 24 achieved a maximum speed of 454 mph (731 km/h), and could reach an altitude of 30,000 ft (9,100 m) in eight minutes, putting it on a par with the most advanced piston-engined fighters of the era.

Although designed primarily as a fighter-interceptor aircraft, the Spitfire proved its versatility in several different roles. In fighter configuration the F Mk 24's armament consisted of 4 × short-barrelled 20 mm Hispano cannon – operational experience had proved that the hitting power of these larger weapons was necessary to overcome the thicker armoured plating encountered on enemy aircraft as the war progressed. The aircraft also served successfully in the fighter-bomber role, being capable of carrying 1 × 500 lb (230 kg) and 2 × 250 lb (110 kg) bombs, with rocket-projectile launch rails fitted as standard.

A total of 81 Mk 24s were completed, 27 of which were conversions from Mk 22s. The last Mk 24 to be built was delivered in February 1948. They were used by only one RAF squadron, 80 Squadron, until 1952. Some of the squadron's aircraft went to the Hong Kong Auxiliary Air Force where they were operated until 1955.
Introduced into service in 1946, the F Mk 24 differed greatly from the original Spitfire Mk I in many respects and undoubtedly brought the design to the peak of perfection, being twice as heavy, more than twice as powerful and exhibiting an increase in climb rate of 80% over the prototype aircraft, 'K5054'. These remarkable increases in performance arose chiefly from the introduction of the Rolls-Royce Griffon engine in place of the famous Merlin of earlier variants. Rated at 2,050 hp (1,530 kW), the 12-cylinder Vee liquid cooled Griffon 61 engine featured a two-stage supercharger, giving the Spitfire the exceptional performance at high altitude that had been sometimes lacking in early marks.

Supermarine Spitfire F/Mk. 22

Here are some more images of Revells 1/32 scale Supermarine Spitfire MK 22 former Matchbox molds. If you buy this kit you will find that a lot of parts could have been easily made into a single part which can be annoying at times. Still it's the only 1/32 scale MK 22/24 on the market.

From Wikipedia"

The Mk 22 was identical to the Mk 21 in all respects except for the cut-back rear fuselage, with the tear-drop canopy, and a more powerful 24 volt electrical system in place of the 12 volt system of all earlier Spitfires. Most of the Mk 22s were built with enlarged tail surfaces, similar to those of the Supermarine Spiteful. A total of 287 Mk 22s were built: 260 at Castle Bromwich and 27 by Supermarine at South Marston.
The Mk 22 was used by only one regular RAF unit, 73 Squadron based on Malta. However 12 squadrons of the Royal Auxiliary Air Force used the variant and continued to do so until March 1951. The Mk 22 was also used at Flying refresher schools. In May 1955 the remaining F.22s were declared obsolete for all RAF purposes and many were sold back to Vickers-Armstrongs for refurbishment and were then sold to the Southern Rhodesian, Egyptian and Syrian Air Forces.

Supermarine Spitfire Mk. VI

Here are some more images of Hasegawa's 1/32 scale Supermarine Spitfire MK VI . This aircraft was flown by Johnnie Johnson. From History of War "

The Mk VI Spitfire was a high altitude fighter, designed to deal with the threat posed by very high flying Luftwaffe aircraft, especially the Junkers Ju86. The Mk VI used the same airframe as the Mk V, but with a Merlin 47 engine, providing 1,415hp and a four bladed propeller. The most distinctive feature of this version of the Spitfire was its extended wingtips, designed to increase its performance at high altitude. Ninety Seven Mk VIs were built between December 1941 and October 1942. Six were sent to the Middle East, while the rest remained in Britain.

The Mk VI was not a great success. It had a pressurised cockpit that had to be locked in place, making it unpopular with the pilots. Its performance was not as impressive as had been hoped – in the Middle East it was outperformed by modified Mk Vs. Finally, the threat of high altitude German bombers did not materialise. The surviving Mk VIs were removed from front line service, and used as training aircraft. In this role the pressurised cockpit, extended wing tips and guns were all removed. The idea of a high altitude pressurised Spitfire had not been abandoned. Production of the Mk VI overlapped with that of the Mk VII, which began in August 1942.

Supermarine Spitfire Mk. VB Clipped

Here are some more images of Hasegawa's 1/32 scale Supermarine Spitfire MK VB Clipped Wing. From Wikipedia "

• Mk VB and VB(trop): The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s.. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.

Nakajima Ki-44 (Tojo)

Here are some images of Hasegawa's 1/32 scale Nakajima Ki-44 (Tojo).

From Wikipedia"

The Nakajima Ki-44 Shōki (鍾馗, Zhong Kui) was a single-engine fighter aircraft used by the Imperial Japanese Army Air Force in World War II. The type first flew in August 1940 and entered service in 1942. The Allied reporting name was "Tojo"; the Japanese Army designation was "Army Type 2 Single-Seat Fighter" (二式単座戦闘機).
It was less maneuverable than its predecessor, the nimble Ki-43, and pilots disliked its poor visibility on the ground, its higher landing speed, and severe restrictions on maneuvering. Yet, it was obvious the Ki-44 was clearly superior overall as a combat aircraft compared to the Ki-43. As an interceptor it could match Allied types in climbs and dives, giving pilots more flexibility in combat and greater pilot confidence than the Ki-43. Moreover, the basic armament of four 12.7mm machine guns or two 12.7mm guns and two 20mm cannons,(plus a few aircraft which carried two Ho-301 40 mm cannons of limited performance) was far superior to the older Ki-43's two 12.7mm Mgs. These characteristics made the fighter despite performance restrictions at altitude, a useful B-29 Superfortress interceptor and one of the Japanese High Command priorities during the last year of war. However, like most of the Japanese aircraft flown in the last part of the war, the low availability of properly trained pilots made them easy targets for experienced, aggressive, and well trained Allied pilots flying superior aircraft.


Nakajima began development of the Ki-44 in 1940 as a pure interceptor with emphasis being placed on airspeed and rate of climb rather than maneuverability. The Japanese Army Air Force specification called for a maximum speed of 600 km/h (370 mph) at 4,000 m (13,130 ft), to be attained in five minutes. A set of Ki-43 like "butterfly" combat flaps was fitted for improved maneuverability. Armament consisted of a pair of 7.7 mm (.303 in) and a pair of 12.7 mm (.50 in) machine guns.
The engine selected for the new interceptor was Nakajima's Ha-41 (a development of the Nakajima Ha-5) 14-cylinder double-row radial, originally intended for bomber aircraft. Although the Ha-41 was not the ideal choice due to its large-diameter cross section, the design team was able to marry this engine to a much smaller fuselage with a narrow cross section. At 1,260mm in diameter, the Ha-41 was 126mm larger in diameter than the 1,144mm Nakajima Sakae (used in the Mitsubishi A6M "Zero" and Nakajima Ki-43 "Hayabusa"). However, the Sakae was only 27.8L in displacement and 1,000hp, while the Ha-41 was 37.5L and made 1,260hp (1,440 in the later Ha-109 version). In any case, since the Sakae wasn't powerful enough, the only alternative available was the Mitsubishi Kinsei, which was slightly smaller than the Ha-41 in diameter, five liters smaller in displacement, and was less powerful. Unfortunately, this was already in demand for many other aircraft, so the Ha-41 was chosen as the best powerplant. In order to achieve its design goals, the wing area was relatively small leading to a high wing loading and a comparatively high landing speed that could be daunting to the average Japanese pilot, who was more used to aircraft with a low wing loading like the Ki-44s predecessors, the Ki-43 and Ki-27.
The first Ki-44 prototype flew in August 1940 and the initial test flights were generally encouraging, with handling considered acceptable considering the high wing loading. Problems encountered included a high landing speed and poor forward visibility during taxiing due to the large radial engine.
A second pre-production batch of 40 aircraft were ordered, which featured four 12.7mm machine guns, a relocated air cooler and main gear doors.
The pre-production Ki-44 aircraft and two of the prototypes were turned over to the Army for service trials on 15 September 1941. The type commenced operations with one experimental unit, the 47th Chutai (Independent Air Company) ("Kawasemi Buntai", Kingfisher Unit) sent to Saigon, Indochina in December 1941 with nine aircraft under the command of Major Toshio Sakagawa.
The unit later became the 47th Sentai, when flying home defense in Japan. More aircraft were later sent to China, and others were used in defense of oil wells in Sumatra, Indonesia, the China-Burma-India theater of operations, Philippines, Japanese metropolitan defense (mainly concentrated around Japan's large industrial cities) and even kamikaze operations in the last stages of the war.
The Ki-44-2c version of the "Tojo" was armed with the relatively compact Ho-301 40mm heavy cannon firing caseless ammunition that was only useful at near point blank range due to very low muzzle velocity. It was used against B-29s by one special kamikaze unit (a company of four aircraft minimum) of the 47th Sentai, which specialized in bomber collision tactics, the Shinten unit ("Shinten Seiku Tai"(Sky Shadow) 47th Sentai (Air Regiment) based at Narimasu airfield), during the defense of Tokyo. It is presumed that at least part of the tactics of these aircraft were to get in very close to the B-29's and attempt a shoot down with the heavy cannon, but also to use the aircraft as a final weapon when the low ammunition supply of the H0-301 was expended. Although in concept it appeared easy, collision with a B-29 at altitude was very difficult to pull off although the tactic certainly created significant anxiety for B-29 squadrons when it occurred.
The Nakajima Ki-44 at one point equipped 12 sentais of the Japanese Army Air Force (the 9th, 22nd, 23rd, 29th, 47th, 59th, 64th, 70th, 85th, 87th, 104th and 246th Air Regiments (Sentai)) which saw action before their (partial) replacement with the far superior (except in maintenance and reliability) Ki-84 Hayates for the final battles of the war. The Manchukuo Air Force also received some examples of these aircraft during wartime.
 After World War II, the Nationalist Chinese 18th Squadron of the 12th Fighter Group was equipped with Ki-44s formerly of the 9th Sentai, which had disbanded in Nanking, and of the 29th Sentai, which had disbanded at Formosa and they participated in the Chinese Civil War. The People's Liberation Army Air Force managed to get hold of aircraft formerly belonging to 22nd and 85th Sentai, who had disbanded in Chosen, the Japanese name for Korea during their imperial rule (1910–1945) over that country. These aircraft were flown by Japanese mercenary pilots, who used them until the last two Ki-44s finally retired in the early 1950s.

Westland Lysander MK III

Here are some more images of Revells 1/32 scale Westland Lysander MK III Matchbox molds. The problem with Matchbox kits is sure they had recessed panel lines but I have always found them to deep. Mind you back in the olden days (1960s 70s) all these molds were hand done so I suppose I shouldn't complain.

Westland Lysander MK. III Special Duties - 2

Here are some more images of Matchbox's 1/32 scale Westland Lysander MK. III  Special Duties (covert operations).

From Wikipedia"

The Westland Lysander was a British army co-operation and liaison aircraft produced by Westland Aircraft used immediately before and during the Second World War. After becoming obsolete in the army co-operation role, the aircraft's exceptional short-field performance enabled clandestine missions using small, unprepared airstrips behind enemy lines to place or recover agents, particularly in occupied France with the French Resistance help. Like other British army air co-operation aircraft it was given the name of a mythical or legendary leader, in this case the Spartan general Lysander.

In August 1941 a new squadron, No. 138 (Special Duties), was formed to undertake missions for the Special Operations Executive to maintain clandestine contact with the French Resistance. Among its aircraft were Lysander Mk IIIs, which flew over and landed in occupied France. While general supply drops could be left to the rest of No. 138's aircraft, the Lysander could insert and remove agents from the continent or retrieve Allied aircrew who had been shot down over occupied territory and had evaded capture. For this role the Mk IIIs were fitted with a fixed ladder over the port side to hasten access to the rear cockpit and a large drop tank under the belly. In order to slip in unobtrusively the Lysanders were painted matt black; operations almost always took place within a week of a full moon, as moonlight was essential for navigation.

The Lysanders flew from secret airfields at Newmarket and later Tempsford, but used regular RAF stations to fuel-up for the actual crossing, particularly RAF Tangmere. Flying without any navigation equipment other than a map and compass, Lysanders would land on short strips of land, such as fields, marked out by four or five torches. They were designed to carry one passenger in the rear cockpit, but in case of urgent necessity three could be carried in extreme discomfort. The pilots of No. 138 and, from early 1942, No. 161 Squadron transported 101 agents to, and recovered 128 agents from Nazi-occupied Europe. The Lysander was successful in this role, and continued to undertake such duties until the liberation of France in 1944.

 Lysander Mk III Powered by one 870 hp (649 kW) Bristol Mercury XX or 30 radial piston engine, 350 delivered from July 1940. Twin 0.303 in (7.7 mm) Browning guns in rear cockpit.

 After the war a number of surplus ex-RCAF Lysanders were employed as aerial applicators with Westland Dusting Service, operating in Alberta and western Canada. Two of these were saved for inclusion in Lynn Garrison's collection to be displayed in Calgary, Alberta.