Volkswagen Typ 82 Kübelwagen

Here are some images of ESCI's 1/9 scale Volkswagen Typ 82 Kübelwagen.

From Wikipedia"
The Volkswagen Kübelwagen (literally translated as "bucket car", for its resemblance to a metal bathtub on wheels ) was a light military vehicle designed by Ferdinand Porsche and built by Volkswagen during World War II for use by the German military (both Wehrmacht and Waffen-SS). Based heavily on the Volkswagen Beetle, it was prototyped as the Type 62, but eventually became known internally as the Type 82.
With its rolling chassis and mechanics built at Stadt des KdF-Wagens (renamed Wolfsburg after 1945), and its body built by US-owned firm Ambi Budd Presswerke in Berlin, the Kübelwagen was for the Germans, what the jeep was for the Allies.
Although Adolf Hitler discussed with Ferdinand Porsche the possibility of military application of the Volkswagen as early as April 1934, it was not until January 1938, that high-ranking Third Reich army officials formally approached Porsche about designing an inexpensive, light-weight military transport vehicle, that could be operated reliably both on- and off-road, in even the most extreme conditions. This implied, that the Beetle could provide the basis for such a vehicle.
Porsche began work on the project immediately, having a prototype of the vehicle ready within the month, but realized during development, that it would not be enough to reinforce the Beetle's chassis to handle the stresses, that military use would put on it. In order to guarantee adequate off-road performance of a two-wheel-drive vehicle with a 1,000 cc FMCV 1 engine, it would have to be lightweight. In fact, the army had stipulated a laden weight of 950 kg (2,090 lb), including four battle-dressed troops, which meant, that the vehicle itself should not weigh more than 550 kg (1,210 lb). Porsche therefore sub-contracted Trutz, an experienced military coachbuilder, to help out with the body design.
Developmental testing by the military began after a presentation of the prototypes designated as Type 62 in November 1938. Despite lacking four wheel drive, a mainstay of the American military Jeeps, the vehicle proved very competent at maneuvering its way over rough terrain, even in a direct comparison with a contemporary standard German army 4×4, and the project was given the green light for further development. The vehicle's light weight and ZF self-locking differential compensated for the lack of 4×4 capabilities.
Further development of the Type 62 took place during 1939, including a more angular body design, and pre-production models were field-tested in the invasion of Poland, that started in September that year. Despite their overall satisfaction with the vehicle's performance, military commanders demanded, that a few important changes be made: the lowest speed of the vehicle had to be reduced from 8 km/h (5.0 mph) to 4 km/h (2.5 mph) as an adjustment to the pace of marching soldiers. Second, it needed some improvement of its off-road ability. Porsche responded to both requests by mounting new axles with gear-reduction hubs, providing the car with more torque and more ground-clearance all at once. Revised dampers, 41 cm (16 in) wheels, and a limited slip differential, as well as countless small modifications, completed the specification. In order to reflect the changes, the vehicle was renamed Type 82.
Full scale production of the Type 82 Kübelwagen started in February 1940, as soon as the VW factories had become operational. No major changes took place before production ended in 1945, only small modifications were implemented, mostly eliminating unnecessary parts and reinforcing some, which had proved unequal to the task. Prototype versions were assembled with four-wheel-drive (Type 86) and different engines, but none offered a significant increase in performance or capability over the existing Type 82 and the designs were never implemented. As of March 1943, the car received a revised dash and the bigger 1,131 cc engine, developed for the Schwimmwagen, that produced more torque and power than the original 985 cc unit. When Volkswagen production ceased at the end of the war, 50,435 Kübelwagen vehicles had been produced, and the vehicle had proven itself to be surprisingly useful, reliable, and durable.
Long after the end of the war, VW resurrected the basic Kübelwagen design as the 1969 Type 181, developed for the German Federal Armed Forces and later also produced for the civilian market, known as "Thing" in the US, "Trekker" in the UK, and "Safari" in Mexico. Although similar in looks and design, almost no parts were interchangeable with the Type 82.

When the German military took delivery of the first vehicles, they immediately put them to the test on- and off-road in snow and ice to test their capability at handling European winters. Several four-wheel-drive vehicles were used as reference points. The two-wheel-drive Kübelwagen surprised even those, who had been a part of its development, as it handily out-performed the other vehicles in nearly every test. Most notably, thanks to its smooth, flat underbody, the Kübel would propel itself much like a motorised sled, when its wheels were sinking into sand, snow, or mud, allowing it to follow tracked vehicles with remarkable tenacity.
In November 1943, the U.S. military conducted a series of tests as well on several Type 82s they had captured in North Africa. They concluded, that the vehicle was simpler, easier to manufacture and maintain, faster, and more comfortable for four passengers than the U.S. Jeeps. This statement is at odds with U.S. War Department Technical Manual TM-E 30-451, Handbook on German Military Forces, dated 15 March 1945. In this manual (p. 416), it states "The Volkswagen, the German equivalent of the U.S. "Jeep", is inferior in every way, except in the comfort of its seating accommodations."

VW Type 82 with engine visible in Sicily (1943).

At the same time, another Kübelwagen, also captured in North Africa, had been dissected in Britain by engineers of the Humber Car Company, whose report was equally unfavourable and dismissive.
Among the design features, that contributed to the Kübelwagen's performance were:

• Light weight, although some 41 cm (16 in) longer than the Willys MB, it was over 300 kg (660 lb) lighter.
• Very flat and smooth underbody, that allowed the car to slide over the surface it was traversing.
• Considerable ground clearance, roughly 28 cm (11 in), in part thanks to:
  • The use of portal gear hub reduction, providing more torque and ride height simultaneously.
  • Independent suspension on all four wheels.
  • Self-locking differential, limiting slippage and retaining traction.

Apart from that, the air-cooled engine proved highly tolerant of hot and cold climates, and less vulnerable to bullets, due to the absence of a radiator. For starting under winter conditions, a specially volatile starting fuel was required, contained in a small auxiliary fuel tank.
As the body was not a load-bearing part of the structure of the vehicle, it could easily be modified to special purposes.
The Kübelwagen could reach a top speed of 80 km/h (50 mph).

Il Volo Instrumentale Da Vinci's Flying Machine II

Here are some more images of Incunabula Museum series il volo instrumentale Da Vinci's Flying Machine, built for a client. In its configuration Da Vinci's Flying Machine would not have flown however I think that if one were to flip the wing spars up 90 degrees and if one were to get rid of that flapping wing idea it just might fly.

From Da Vinci Inventions"

Of Leonardo da Vinci’s many areas of study, perhaps this Renaissance man’s favorite was the area of aviation. Da Vinci seemed truly excited by the possibility of people soaring through the skies like birds.
One of da Vinci’s most famous inventions, the flying machine (also known as the "ornithopter") ideally displays his powers of observation and imagination, as well as his enthusiasm for the potential of flight. The design for this invention is clearly inspired by the flight of winged animals, which da Vinci hoped to replicate. In fact, in his notes, he mentions bats, kites and birds as sources of inspiration.
Perhaps the inspiration of the bat shines through the most, as the two wings of the device feature pointed ends commonly associated with the winged creature. Leonardo da Vinci’s flying machine had a wingspan that exceeded 33 feet, and the frame was to be made of pine covered in raw silk to create a light but sturdy membrane.
The pilot would lie face down in the center of the invention on a board. To power the wings, the pilot would pedal a crank connected to a rod-and-pulley system. The machine also had a hand crank for increased energy output, and a head piece for steering. As the busy pilot spins cranks with his hands and feet, the wings of the machine flap. The inspiration of nature in the invention is apparent in the way the wings were designed to twist as they flapped.
Unfortunately, as da Vinci himself might have realized, while the flying machine may have flown once it was in the air, a person could never have created enough power to get the device off the ground.

Messerschmitt Me 163 B-O Komet

Here are some images of Hasegawa's 1/32 scale Messerschmitt Me 163 B-O V41 (PK-QL).
This aircraft was flown by Wolfgang Spate - Erprobungskomando 16, Bad Zwischenahn 1944.

From Wikipedia"
The Messerschmitt Me 163 Komet, designed by Alexander Lippisch, was a German rocket-powered fighter aircraft. It is the only rocket-powered fighter aircraft ever to have been operational. Its design was revolutionary, and the Me 163 was capable of performance unrivaled at the time. German test pilot Heini Dittmar in early July 1944 reached 1,130 km/h (700 mph), not broken in terms of absolute speed until November 1947. Over 300 aircraft were built; however, the Komet proved ineffective as a fighter, having been responsible for the destruction of only about nine Allied aircraft (16 air victories for 10 losses, according to other sources).
Work on the design started under the aegis of the Deutsche Forschungsanstalt für Segelflug (DFS)—the German Institute for the Study of sailplane flight. Their first design was a conversion of the earlier Lippisch Delta IV known as the DFS 39 and used purely as a glider testbed of the airframe.
A larger follow-on version with a small propeller engine started as the DFS 194. This version used wingtip-mounted rudders, which Lippisch felt would cause problems at high speed. He later redesigned them to be mounted on a conventional vertical stabilizer at the rear of the aircraft. The design included a number of features from its glider heritage, notably a skid used for landings, which could be retracted into the aircraft's keel in flight. For takeoff, a pair of wheels, each mounted onto the ends of a specially designed cross axle, together comprising a takeoff "dolly" mounted under the landing skid, were needed due to the weight of the fuel, but these were released shortly after takeoff. It was planned to move to the Walter R-1-203 cold engine of 400 kg (880 lb) thrust when available, which used a monopropellant consisting of stabilized HTP known by the name T-Stoff.
Heinkel had also been working with Hellmuth Walter on his rocket engines, mounting them in the He 112 for testing, and later in the first purpose-designed rocket aircraft, the He 176. Heinkel had also been selected to produce the fuselage for the DFS 194 when it entered production, as it was felt that the highly volatile fuel would be too dangerous in a wooden fuselage, with which it could react. Work continued under the code name Projekt X.
However the division of work between DFS and Heinkel led to problems, notably that DFS seemed incapable of building even a prototype fuselage. Lippisch eventually requested to leave DFS and join Messerschmitt instead. On 2 January 1939, he moved along with his team and the partially completed DFS 194 to the Messerschmitt works at Augsburg.
The delays caused by this move allowed the engine development to "catch up". Once at Messerschmitt, the decision was made to skip over the propeller-powered version and move directly to rocket power. The airframe was completed in Augsburg and shipped to Peenemünde West, one of the quartet of Erprobungsstelle-designated military aviation test facilities of the Reich, in early 1940 to receive its engine. Although the engine proved to be extremely unreliable, the aircraft had excellent performance, reaching a speed of 342 mph (550 km/h) in one test.


The initial test deployment of the Me 163A, to acquaint prospective pilots with the world's first rocket-powered fighter, occurred with Erprobungskommando 16, led by Luftwaffe Major Wolfgang Späte and first established in late 1942, receiving their eight A-model service test aircraft by July 1943. Their initial base was as the Erprobungsstelle test facility located at the Peenemünde-West field, then departed permanently following an RAF bombing raid on the area on August 17, 1943. The next day the unit moved out, southwards to the base at Anklam, near the Baltic coast. Their stay was brief, as a few weeks later they were placed in northwest Germany, based at the military airfield at Bad Zwischenahn (at 53°12′16.48″N 7°59′37.20″E) from August 1943 to August 1944. EK 16 received their first B-series armed Komets in January 1944, and was ready for action by May while at Bad Zwischenahn, first seeing combat flights on the 13th of the month.
As EK 16 commenced small scale combat operations with the Me 163B in May 1944, the Me 163B's unsurpassed velocity was something that the Allied fighter pilots were at a loss as what to do about it. The Komets attacked singly or in pairs, often faster than the opposing fighters could dive in an attempt to intercept them. A typical Me 163 tactic was to zoom through the bomber formations at 9,000 m (30,000 ft), rise up to an altitude of 10,700–12,000 m (35,100–39,400 ft), then dive through the formation again. This approach afforded the pilot two brief chances to fire a few rounds from his cannons before gliding back to his airfield. The pilots reported that it was possible to make four passes on a bomber, but only if it was flying alone.
As the cockpit was unpressurized, the operational ceiling was limited by what the pilot could endure for several minutes while breathing oxygen from a mask, without losing consciousness. Pilots underwent altitude-chamber training to harden them against the rigors of operating in the thin air of the stratosphere without a pressure suit. Special low fiber diets were prepared for pilots, as gas in the gastrointestinal tract would expand rapidly during ascent.
Following the initial combat trials with the Me 163B with EK 16, during the winter and spring of 1944 Major Wolfgang Späte formed the first dedicated Me 163 fighter wing, (Jagdgeschwader 400 (JG 400) ), in Brandis near Leipzig. JG 400's purpose was to provide additional protection for the Leuna synthetic gasoline works which were raided frequently during almost all of 1944. A further group was stationed at Stargard near Stettin to protect the large synthetic fuel plant at Pölitz (today Police, Poland). Further defensive units of rocket fighters were planned for Berlin, the Ruhr and the German Bight.
The first actions involving the Me 163 occurred on July 28, 1944, from I./JG 400's base at Brandis, when two USAAF B-17 Flying Fortress were attacked without confirmed kills. Combat operations continued from May 1944 to spring 1945. During this time, there were nine confirmed kills with 14 Me 163s lost. Feldwebel Siegfried Schubert was the most successful pilot, with three bombers to his credit.

Typical appearance of a Komet after landing, waiting for the airfield's Scheuch-Schlepper tractor and lifting trailer to tow it back for reattachment of its "dolly" maingear

Allied fighter pilots soon noted the short duration of the powered flight. They would wait, and when the engine died, pounce on the unpowered Komet. However, the Komet was extremely manoeuvrable. Another Allied method was to attack the fields the Komets operated from, and strafe them after the Me 163s landed - the Komet would, after landing, remain immobile on the field until the Scheuch-Schlepper tractor could tow the special trailer to the landed Komet's location, back the trailer up to the nose of the aircraft as it placed its two rear arms under the wing panels, and jack up the trailer's arms to hoist the aircraft off the ground to tow it back to its maintenance area. Establishing a defensive perimeter with anti-aircraft guns ensured that Allied fighters avoided these bases. At the end of 1944, 91 aircraft had been delivered to JG 400 but a continuous lack of fuel had kept most of them grounded. It was clear that the original plan for a huge network of Me 163 bases was never going to be realized. Up to that point, JG 400 had lost only six aircraft due to the enemy actions. Nine were lost to other causes, remarkably few for such a revolutionary and technically advanced aircraft. In the last days of the Third Reich the Me 163 was given up in favor of the more successful and threatening Me 262. In May 1945, Me 163 operations were stopped, the JG 400 disbanded, and many of its pilots sent to fly Me 262s.
In any operational sense, the Komet was a failure. Although it shot down 16 aircraft, mainly expensive four-engined bombers, that did not warrant the effort put into the project. With the projected Me 263, things could have turned out differently, but due to fuel shortages late in the war, few went into combat, and it took an experienced pilot with excellent shooting skills to achieve "kills" with the Me 163.
The Komet also spawned later weapons like the Bachem Ba 349 Natter and Convair XF-92. Ultimately, the point defense role that the Me 163 played would be taken over by the surface-to-air missile (SAM), Messerschmitt's own example being the Enzian. The airframe designer, Alexander Martin Lippisch went on to design delta winged supersonic aircraft for the Convair Corporation.

Capt. Eric Brown RN, Chief Naval Test Pilot and commanding officer of the Captured Enemy Aircraft Flight, who tested the Me 163 at the Royal Aircraft Establishment (RAE) at Farnborough, said, "The Me 163 was an aeroplane that you could not afford to just step into the aircraft and say 'You know, I'm going to fly it to the limit.' You had very much to familiarise yourself with it because it was state-of-the-art and the technology used."
Acting unofficially, after a spate of accidents involving Allied personnel flying captured German aircraft resulted in official disapproval of such flights, Brown was determined to fly a powered Komet, and on around 17 May 1945, he flew an Me 163B at Husum with the help of a cooperative German ground crew, after initial towed flights in an Me 163A to familiarise himself with the handling. The day before the flight, Brown and his ground crew had performed an engine run on the chosen Me 163B to ensure that everything was running correctly, the German crew being apprehensive should an accident befall Brown, until being given a disclaimer signed by him to the effect that they were acting under his orders. On the takeoff the next day, after dropping the takeoff dolly and retracting the skid, Brown later described the resultant climb as "like being in charge of a runaway train", the aircraft reaching 32,000 ft (9.76 km) altitude in 2 minutes, 45 seconds. During the flight, while practicing attacking passes at an imaginary bomber, he was surprised at how well the Komet accelerated in the dive with the engine shut down. When the flight was over Brown had no problems on the approach to the airfield apart from the rather restricted view from the cockpit due to the flat angle of glide, the aircraft touching down at 125 mph. Once down safely, Brown and his much-relieved ground crew celebrated with a drink.
Apart from Brown's unauthorised flight, the British never tested the Me 163 under power themselves, due to the danger of its hypergolic propellants it was only flown unpowered, Brown himself piloted RAE's Komet VF241 on a number of occasions, the rocket motor being replaced with test instrumentation.
When interviewed for a 1990s television programme, Brown said he had flown five tailless aircraft — including the British de Havilland DH 108 — in his career. Referring to the Komet, he said "this is the only one that had good flight characteristics"; he called the other four "killers".

European Tram

Here are some images of MiniArt's 1/35 scale European Tram.
As neat as I think this subject is, I found it to be an unpleasant model to build.
The plastic I found was too brittle. Plus as for the parts there were too many tree attachments even right down to the smallest of parts. eg: three tree attachments for a tiny handle. It was insane. That combined with the brittle plastic made it for an unpleasant experience I can tell you. Also glue didn't seem to give a strong bond with this plastic. Finally, this is opinion mind you, I felt where it took several parts to make a component, it could have been made as one part without any loss of detail.
Nice as the model is in the end.

Dave Porter's Jagdpanther

Here are some images of Dave Porter's 1/35 scale Tamiya Jagdpanther, and here in his own words is his description.
 

Here is the Tamiya 1/35 Jagdpanther pretty well built out of the box. It is finished in Tamiya acrylics, oils, and Mig pigments. I'm trying to find a crew.

Dave Porter's CF - 5's

Here are some images of Dave Porter's 1/72 scale CF - 5's.
Here in his own words is his description.
Here is a CF-5B (CF-116) "lizard" aggressor in 1/72nd scale. This an Italeri  (Esci) kit. Went together easily. I painted it in Testors emamel paint and oils.

Next  here is a 1/72 CF-5 in "Faux Pas" aggressor colors. This was finished in Testors enamels. I had to mix the paint as the proper FS numbers are unavailable. I used an aftermarket decal sheet. I highly reccomend this Italeri/Esci kit to F-5 fans. 

Dave Porter's Josef Stalin JS-2 Tank

Here are some images of Dave Porter's 1/35 scale Josef Stalin JS-2 tank.
Here in his own words is his description.
Here is Tamiya's JS-2 in 1/35 scale. I finished this model in Tamiya paint, artist oils and Mig pigments. I added a Verlinden tank crew .

North American P-51 B Mustang II

Here are some images of Trumpeter's 1/32 scale North American P-51 B mustang II.

From Wikipedia"

The two XP-51Bs were a more thorough conversion than the Mustang X, with a tailor-made engine installation and a complete redesign of the radiator duct. The airframe itself was strengthened, with the fuselage and engine mount area receiving more formers because of the greater weight of the Packard V-1650-3, 1,690 lb (770 kg), compared with the Allison V-1710's 1,335 lb (606 kg). The engine cowling was completely redesigned to house the Packard Merlin, which, because of the intercooler radiator mounted on the supercharger casing, was 5 in (130 mm) taller and used an updraught induction system, rather than the downdraught carburetor of the Allison.^[17] The new engine drove a four-bladed 11 ft 2 in (3.40 m) diameter Hamilton Standard propeller that featured cuffs of hard molded rubber. To cater for the increased cooling requirements of the Merlin, a new fuselage duct was designed. This housed a larger radiator, which incorporated a section for the supercharger coolant, and, forward of this and slightly lower, an oil cooler was housed in a secondary duct which drew air through the main opening and exhausted via a separate exit flap.
A "duct rumble" heard by pilots in flight in the prototype P-51B resulted in a full-scale wind-tunnel test at NACA Ames Aeronautical Laboratory. This was carried out by inserting the airplane, with the outer wing panels removed, into the 16-foot wind tunnel. A test engineer would sit in the cockpit with the wind tunnel running and listen for the duct rumble. It was eventually found that the rumble could be eliminated by increasing the gap between the lower surface of the wing and the upper lip of the cooling system duct from 1 inch to 2 inches. The conclusion was that part of the boundary layer on the lower surface of the wing was being ingested into the inlet and separating, causing the radiator to vibrate and producing the rumble. The inlet that went into production on the P-51B was lowered even further to give a separation of 2.63 inches from the bottom of the wing. In addition, the shelf that extended above the oil cooler face was removed and the inlet highlight was swept back.

It was decided that new P-51B (NA-102) would continue with the four wing-mounted .50 in (12.7 mm) M2/AN Browning machine guns (with 350 rpg for the inboard guns and 280 rpg for the outboard) first used in the P-51A, while the bomb rack/external drop tank installation was adapted from the A-36 Apache; the racks were rated to be able to carry up to 500 lb (230 kg) of ordnance and were also capable of carrying drop tanks. The weapons were aimed using the electrically illuminated N-3B reflector sight fitted with an A-1 head assembly which allowed it to be used as a gun or bomb sight through varying the angle of the reflector glass. Pilots were also given the option of having ring and bead sights mounted on the top engine cowling formers. This option was discontinued with the later P-51Ds.
The first XP-51B flew on 30 November 1942. Flight tests confirmed the potential of the new fighter, with the service ceiling being raised by 10,000 feet, with the top speed improving by 50 mph at 30,000 ft (9,100 m). American production was started in early 1943 with the P-51B (NA-102) being manufactured at Inglewood, California, and the P-51C (NA-103) at a new plant in Dallas, Texas, which was in operation by summer 1943. The RAF named these models Mustang Mk III. In performance tests, the P-51B reached 441 mph (709.70 km/h) at 30,000 ft (9,100 m). In addition, the extended range made possible by the use of drop tanks enabled the Merlin-powered Mustang to be introduced as a bomber escort with a combat radius of 750 miles using two 75 gal tanks.
The range would be further increased with the introduction of an 85 gal (322 l) self-sealing fuel tank aft of the pilot's seat, starting with the P-51B-5-NA series. When this tank was full, the center of gravity of the Mustang was moved dangerously close to the aft limit. As a result, maneuvers were restricted until the tank was down to about 25 U.S. gal (95 l) and the external tanks had been dropped. Problems with high-speed "porpoising" of the P-51Bs and P-51Cs with the fuselage tanks would lead to the replacement of the fabric-covered elevators with metal-covered surfaces and a reduction of the tailplane incidence.With the fuselage and wing tanks, plus two 75 gal drop tanks, the combat radius was now 880 miles.

P-51C of 311 FG, China, July 1945, shows the dorsal fin fillet which was fitted to help counter control problems experienced when the fuselage fuel tank was fitted.

Despite these modifications, the P-51Bs and P-51Cs, and the newer P-51Ds and P-51Ks, experienced low-speed handling problems that could result in an involuntary "snap-roll" under certain conditions of air speed, angle of attack, gross weight, and center of gravity. Several crash reports tell of P-51Bs and P-51Cs crashing because horizontal stabilizers were torn off during maneuvering. As a result of these problems, a modification kit consisting of a dorsal fin was manufactured. One report stated:

"Unless a dorsal fin is installed on the P-51B, P-51C and P-51D airplanes, a snap roll may result when attempting a slow roll. The horizontal stabilizer will not withstand the effects of a snap roll. To prevent recurrence, the stabilizer should be reinforced in accordance with T.O. 01-60J-18 dated 8 April 1944 and a dorsal fin should be installed. Dorsal fin kits are being made available to overseas activities"

The dorsal fin kits became available in August 1944, and were fitted to P-51Bs and P-51Cs, and to P-51Ds and P-51Ks. Also incorporated was a change to the rudder trim tabs, which would help prevent the pilot over-controlling the aircraft and creating heavy loads on the tail unit.
One of the few remaining complaints with the Merlin-powered aircraft was a poor rearward view. The canopy structure, which was the same as the Allison-engined Mustangs, was made up of flat, framed panels; the pilot gained access, or exited the cockpit by lowering the port side panel and raising the top panel to the right. The canopy could not be opened in flight and tall pilots especially, were hampered by limited headroom. In order to at least partially improve the view from the Mustang, the British had field-modified some Mustangs with clear, sliding canopies called Malcolm hoods (designed by Robert Malcolm), and whose design had also been adopted by the U.S. Navy's own F4U-1D version of the Corsair in April 1944.

A Malcolm Hood-equipped Mustang Mk III flown by Wing Commander Tadeusz Nowierski, CO of 133 (Polish) Wing, RAF Coolham, July 1944.

The new structure was a frameless plexiglas moulding which ballooned outwards at the top and sides, increasing the headroom and allowing increased visibility to the sides and rear. Because the new structure slid backward on runners, it could be slid open in flight. The aerial mast behind the canopy was replaced by a "whip" aerial which was mounted further aft and offset to the right. Most British Mk IIIs were equipped with Malcolm hoods. Several American service groups "acquired" the necessary conversion kits and some American P-51B/P-51Cs appeared with the new canopy, although the majority continued to use the original framed canopies.
P-51Bs and P-51Cs started to arrive in England in August and October 1943. The P-51B/P-51C versions were sent to 15 fighter groups that were part of the 8th and 9th Air Forces in England and the 12th and 15th in Italy (the southern part of Italy was under Allied control by late 1943). Other deployments included the China Burma India Theater (CBI).
Allied strategists quickly exploited the long-range fighter as a bomber escort. It was largely due to the P-51 that daylight bombing raids deep into German territory became possible without prohibitive bomber losses in late 1943.
A number of the P-51B and P-51C aircraft were fitted for photo reconnaissance and designated F-6C.

Messerschmitt BF 109 G-2

Here are some images of Hasegawa's 1/32 scale Messerschmitt BF 109 G-2 in Slovak Republic markings.

From Wikipedia'
The G-1, produced from February 1942, was the first production version of the G-series and the first production Bf 109 with a pressurized cockpit. It could be identified by the small, horn-shaped air intake for the cockpit compressor just above the supercharger intake, on the left upper cowling. In addition, the angled armour plate for the pilot's head was replaced by a vertical piece which sealed-off the rear of the side-hinged cockpit canopy. Small, triangular armour-glass panels were fitted into the upper corners of this armour, although there were aircraft in which the plate was solid steel. Silica gel capsules were placed in each pane of the windscreen and opening canopy to absorb any moisture which may have been trapped in the double glazing. The last 80 G-1s built were lightweight G-1/R2. In these GM-1 nitrous oxide 'boost' was used, and the pilot's back armour was removed, as were all fittings for the long-range drop tank. A few G-1 flown by I./JG 1 are known to have carried the underwing 20 mm MG 151/20 cannon gondolas.

The G-2, which started production in May 1942, lacked the cabin pressurization and GM-1 installation. Performance-wise it was identical to the G-1. The canopy reverted to one layer of glazing and incorporated the angled head armour used on the F-4, although several G-2 had the vertical type as fitted to the G-1. Several Rüstsätze could be fitted, although installing these did not change the designation of the aircraft. Instead the "/R" suffix referred to the G-2's Rüstzustand^{[citation needed]} or equipment condition of the airframe, which was assigned at the factory rather than in the field. There were two Rüstzustand^[ planned for G-2s: 

The Slovak Air Force (Slovenské vzdušné zbrane, or SVZ), between 1939 and 1945, was the air force of the short-lived World War II Slovak Republic. Its mission was to provide air support at fronts, and to protect Bratislava and metropolitan areas against enemy air strikes. These units supported Axis Powers offensives in Ukraine and Russian Central front under the lead of Luftwaffe in the Stalingrad and Caucasus operations.
One of their first air battles was during the Hungarian reoccupation of the Carpatho-Ruthenia area on March 1939 (see Slovak-Hungarian War), in which they suffered some losses against Magyar Királyi Honvéd Légierö (Hungarian Air Force). They also participated in the Polish Campaign on September 1939. For the rest of the war, Slovak A.F. confronted USAAF and RAF during their raids against the country. The engagement in the Eastern Front resulted in great losses of aircraft and personnel.
The symbol of the Slovak air force was a white-blue with red circle cross on tail and wings amongst yellow paint in engine cover and vertical line in fuselage.
The aircraft for training was supplied by Germany and Italy. To defend Slovak air space, the air force used Messerschmitt 109 (E and G types), Avia B-534, and some other interceptor types. It was also helped by Luftwaffe units active in the area.
When Romanians and Russians entered Slovakia, with some captured aircraft and defectors they organized local Insurgent Air Force to continue their fight against Axis forces in country,^{[citation needed]} others served voluntarily in Luftwaffe units; later these air units were integrated to National Air Force after the end of the war.

North American P-51 D Mustang IV. Ferocious Frankie

Here are some more images of Trumpeter's 1/32 scale P-51 D Mustang IV. Ferocious Frankie was flown by Wallace Hopkins, Captain 374 FS France 1944.

From Upaero"
“Ferocious Frankie”, named in honour of his wife Frankie, coded B7 H of the 374th Fighter Squadron, 361st Fighter Group. Wallace Hopkins was born in Washington, Georgia and flew a total of 76 combat missions with the 361st where he flew as Operations Officer. He was an ACE credited with 8 victories and 1.5 damaged. His decorations include the Air Medal and Distinguished Flying Cross both with Oak Leaf Clusters and the French Croix de Guerre, one of four awarded to members of the 361st.

A native of Washington, Georgia, “Hop” Hopkins enlisted in the US Army Air Corps in 1939 and a year later entered pilot school. After graduation on July 1941, he flew P-39s, P-40s, and P-47s with the 8th Pursuit Group at Mitchell Field, New York. Reassigned to the 361st Fighter Group in 1943, Major Hopkins was appointed Group Operations Officer and flew P-47D, P-51B, P-51D and P-51K aircraft on bomber escort and ground attack missions from Bottisham and little Walden in England, St Dizier, France and Chievrers, Belguim. Having been promoted to Lt. Col. In 1944, Hopkins was appointed Deputy Group Commander in April1945.

During the Korean War, Col. Hopkins served as Deputy Wing Commander, 8th Fighter Bomber Wing, flying F-80s. He retired on February 1968.

Colonel Wallace E. Hopkins, USAF (Retired), died on 26th April 1992 at the age of 74.

Victory Credits

29th May 1944	2 Fw 190’s destroyed (Air)	Vicinity Pitka, Poland
29th June 1944	4 Fw 190’s destroyed (Gnd) 1.5 Fw 109’s damaged (Gnd)	Oschersleben A/D, Germany
8th August 1944	2 Fw 190’s Destroyed (Air)	Vicinity Evreux, France