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Hannants http://alpha.hannants.co.uk http://alpha.hannants.co.uk/product/FROX10 Fairey Battle Belgium. Price:£5.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FROX10 Thu, 05 Oct 2023 20:02:37 GMT http://alpha.hannants.co.uk/product/FROX08 CASA C-212 KASET (Thailand). Price:£9.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FROX08 Thu, 05 Oct 2023 20:01:32 GMT http://alpha.hannants.co.uk/product/FROX07 Nieuport 29 Belgium (Comet and Cocottes). Price:£5.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FROX07 Thu, 05 Oct 2023 19:59:58 GMT http://alpha.hannants.co.uk/product/FROX09 Stampe & Vertongen S.V.4 Etampes. Price:£5.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FROX09 Wed, 09 Aug 2023 14:28:48 GMT http://alpha.hannants.co.uk/product/FROX06 Potez 25 Suisse 855. Price:£5.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FROX06 Wed, 09 Aug 2023 14:28:28 GMT http://alpha.hannants.co.uk/product/FROX05 Stampe & Vertongen S.V.4b Belgium 1940. Price:£5.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FROX05 Wed, 09 Aug 2023 14:28:09 GMT http://alpha.hannants.co.uk/product/FR0050 Spad 510 at war The Spad 510 was the last biplane fighter in the Armée de l'Air, still in service in WWII. Nr 9, White 8, DIAP (Dépot d'Instruction de l'Aviation Polonaise), Lyon-Corbas, May 1940. Nr44, White 14, 3 eme escadrille GARC II/561, Le Havre-Octeville, November 1939. Nr56,Red 6, CIC Montpellier (FighterTraining Center), June 1940.. Price:£22.40 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0050 Thu, 14 Apr 2022 21:25:20 GMT http://alpha.hannants.co.uk/product/FR0049 Spad 510 7 eme Escadre The Spad 510 was the last biplane fighter in the Armée de l'Air. Decals for three aircraft Nr26, Red 1, 1 ére escadrille GC I/7 (Spa 15 Bayard's helmet), Lt Ozanne, esc leader, Dijon, June 1938. Nr14, White 5, 3 eme escadrille GC II/7 (Spa 73 Japanse Stork, Dijon, Spring 1939. Nr25, 4 éme escadrille GC II/7 (Spa 78 Black Panther), Dunkirk show, 1937.. Price:£22.40 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0049 Thu, 14 Apr 2022 21:24:21 GMT http://alpha.hannants.co.uk/product/FR0032 Northrop Delta 1A/1B/1C Civilian Version "Swedish, TWA and Mexican Service" Decals for c/n 3, TWA, c/n 4 Aerovias Mexico and c/n 7 AB Aerotransport Sweden - first Deltas with sliding canopy, one pilot and bipale propeller. Price:£27.20 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0032 Thu, 04 Jun 2020 09:45:08 GMT http://alpha.hannants.co.uk/product/FR8002 IAR IAR-80A During the early 1930's the Rumanian Air Force adopted the Polish PZL P.11 and similar P.24, both being considered modern designs at the time. These PZL designs were produced under licence by Industria Aeronautica Romana (IAR). By the mid to late 1930's it was clear that war clouds were looming, and that both the P.11 and P.24 were already nearing obsolescence. In 1937 IAR undertook the design of more modern all-metal, low-wing design featuring retractable undercarriage, but retaining much of the P.24's rear fuselage structure. This was named the IAR-80, and was to be powered by a German Junkers Jumo engine. Never delivered, the Jumo was replaced by the IAR 14K-IIc32 fourteen-cylinder, double-row radial, delivering 870-hp. Maiden flight occurred on April 4th, 1939. The new fighter's performance approached that of contemporary foreign designs like the Hurricane, P-36, MS 406 and Messerchmitt Bf-109D. Various changes to weapons led to the IAR-80A, B and C sub-versions, and also the IAR-81C which was designed for fighter-bomber role during spring of 1941, although it served in both air interceptor and ground attack roles. The IAR-80A was produced in four different batches (51 to 75, 76 to 90, 106 to 150 and 176 to 180). Total production for IAR-80/81 series totalled around 450 units (90 for IAR-80A), but ceased after the American bombing of Brasov factory, on April 16th, 1944. Fifty IAR-80's were in service during the attack against Soviet Union, on June 22nd, 1941. 6th Group (61st and 62nd squadrons) and 8th Group (41st and 60th Squadrons) were engaged around Stalingrad front during the autumn of 1942. August 1st, 1943 saw IAR-80 & 81's defending the Ploiesti oil plants from attack by USAAF B-24 Liberators, during 'Operation Tidal Wave', when the Rumanian fighters downed some of the heavy bombers. IAR-80As were removed from frontline duties and transferred to fighter schools, or were upgraded to IAR-80M standard with the installation of Mauser cannons. Rumania joined the Allied powers in August 1944, and changed back the national insignia worn by its aircraft from crosses to traditional blue, yellow and red roundels. IAR-80A specifications: single engine low wing monoplane fighter with retractable landing gear. Engine: one IAR K14, 14 cylinder double-row air-cooled radial delivering 870-hp. Wingspan: 10,52 m, length: 8,90 m, wing area: 16 m2. Operational ceiling 10,500 m, maximum speed at 5,000 m: 485 km/h. Weapons: 6 x 7,92 mm FN-Browning machine guns. Some references: Rumanian Air Force, the prime decade, 1938-1947, Denes Bernad, Squadron/Signal Publications IAR 80, Dan Antoniu and Georges Cicos, Editions TMA (in french), technical descriptions, history of usage on easter front, then with Allied Powers Rumanian Aces of World War II, Denes Bernad, Osprey Publishing Air Magazine n°40, Jan/ Feb. 2008, american raid over Ploiesti with Lightnings, 10/VI/1944, Dan Melinte (in french). Part of this event is captured in the original IAR-81C FRROM box-art. Rumanian Fighter Colours 1941 - 1945, Teodor Liviu Morosanu, Dan Alexandru Melinte, MMP books The I.A.R 80 & I.A.R. 81, Airframe, Systems & Equipment, Radu Brinzan, SAM Publications Vânâtor Romanian Hunter, The I.A.R.80 and I.A.R.81 in ultimate detail, Radu Brinzan, Stratus / MMP books (includes a lot of technical drawings, description of equipment, weaponry ... in ultimate detail) Camouflages : Cam A, IAR-80A Nr 150, "Anghel" (box art), Escadrila 47 Vanatoare, Grupul 9, Pipera, August 1942. Cam B, IAR-80A Nr 112, Escadrila 53 (Riding Mickey) Vanatoare, Grupul 7, Mamaïa, July 42. The full red rudder and the arrow were probably painted during a training exercise. Cam C, IAR-80A Nr 131, "Felicial", Escadrila 47, Grupul 9, Pipera (Bucarest), Summer 1942. Cam D, IAR-80A Nr 134, "Mamy", Escadrila 47, Grupul 9, Pipera, Summer 1942. Differences: We released a new kit in 1/32 nd scale, this is the IAR 80A. You may build the IAR-80A, serie 106 to 150 and 176 to 180. Compared to the IAR-81C, this new version shows some external differences, mostly: Shorter wings (480 mm) Shorter fuselage (70 mm) Only one oil cooler at the root of right wing (on left wing, it was introduced with aircraft Nr 251) Armament: 6 x 7,92 mm FN machine guns, the wings panels on top and bottom of wings were modified No struts (introduced for the dive bomber version, the IAR-81) AND the camouflage schema was initially the old one, using british paints (brown / green on top, blue on bottom). BUT: starting with aircraft Nr 95, the strenghtening of fuselage applied to frame 5 externally was moved internally. We will propose only the late version (similar on that point to the IAR-81c) The camouflage schemes have been published above. You may also do, in escadrila 53, the planes Nr 109, 114, 111, 113, in the same training exercise, with red rudder, but without the arrow of 112. Alternatively, you may use the tricolor rudder.. Price:£55.40 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR8002 Sat, 09 May 2020 06:20:10 GMT http://alpha.hannants.co.uk/product/FR0040 Casa C-212-300 France. Decals for 4 planes : C-212-300 Aviocar F-ZVMP, c/n 378, Test Flight Center, Armée de l'Air. Jan 2015, Istres, France, C-212-100 F-GOGN, operated by Boogie Performance, Agen-La Garenne, France. Damaged on the 15 th of Nov, 2009. Appeared in a movie, C-212-300 F-HBMP, ex F-ZVMR (1988), c/n 387, CAE Aviation. France, 2009/2014, CASA C-212-300 Aviocar, F-ZVMO, c/n 377, Test Flight Center, Istres, France, 2009/2011. Changed to F-ZAEA in 2015. .. Price:£31.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0040 Mon, 30 Jul 2018 15:41:35 GMT http://alpha.hannants.co.uk/product/FR0039 Renard R-31 Belgian observation plane used in WWII. Decals for 3 planes : N12 9 eme escadrille "Blue Sioux", Jan to May 1940, N9 personnal aircraft of Cne Paul Henry de la Lindi, commanding the 11 éme escadrille "Red Sioux", January to May 1940, N18, with dual controls, Wewelghem Flying School, 1936.. Price:£25.60 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0039 Wed, 11 Jul 2018 16:18:59 GMT http://alpha.hannants.co.uk/product/FR0011 PZl P.24 Over Danube.History: The P.24 was an improvement of the well-known Polish PZL P.11 fighter. It was purchased by four nations in the quantities indicated: Romania (5 plus 25 licence-built), Greece (36) who would make the plane famous fighting the 1940 invasion by Italy, Bulgaria (12) and Turkey (40). Interestingly, the Polish Air Force did not order the P.24 despite its export success. The Romanians, who already operated 50 of the earlier P.11b and built the P.11f under licence, decided to acquire the P.24. PZL supplied five P.24's in October 1936 for final assembly by IAR in Brasov, along with a licence for them to build 25 additional planes. The use of the K-14 engine in the P.24 led to severe vibration problems. The Romanians finally solved the issue by using a wooden two-bladed airscrew in place of the intended three-bladed metal propeller. They also had to fit a �" reduction gear to the engine along with a new NACA cowling. The P.24's entered Romanian service in early 1940. At beginning of Operation Barbarossa they protected Bucharest and Ploiesti oil fields from Soviet bombers. Then, from 28 July 1941, the P.24's progressively moved to the Odessa front providing close support to both German and Romanian troops. They also scored some victories when confronted by Soviet fighters. However the Soviet aces Grigoriy Rechkalov, Alexandr Pokryshkin and Ivan Kozhedub (Allied top-scoring Ace) also managed to add some P.24s on their tallies during this period. Early 1942 the 23 surviving P.24's were transferred to training units. Bulgaria bought 12 PZL P.24B's which entered operational service in 1938. They were fitted with a three-bladed metal propeller (standard for all P.24's other than the Romanian version). Specifications: Romanian PZL P.24: length 7,50 m, wingspan 10,71 m, range 750 km, ceiling 10.500 m, maximum speed 430 km/h. Weapons: 2 x 7,92 mm Browning FN machine guns, 2 x grenade-throwers IAR-Barbieri with 12 anti-personal grenades. Engine: one IAR K-14 II C32 radial developing 870 Hp (Licence- built Gnome & Rhône). Note: - Canopies provided: 1 in clear plastic, 2 in vacu References: Romanian Fighter Colours 1941-1945 Modelist n°3 & 4 (in rumanian) Thanks to: Horia Stoica (Modelist). Price:£16.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0011 Mon, 29 Jan 2018 14:02:16 GMT http://alpha.hannants.co.uk/product/FR0034 Northrop Gamma 2E Bomber History: Donald Douglas provided the capital to found the Northrop Corporation in 1932 and put his friend Jack Northrop in charge. Northrop was a pioneer of all-metal construction, which he used for the Gamma mail plane, with production beginning in the winter of 1933-34. Modified with a wider fuselage, the design became the Northrop Delta, an 8-passenger transport. The Gamma 2E was a bomber variant with bomb racks between the wheels, a semi-retractable ventral dustbin turret, and machine guns. 46 were bought by the Chinese government in 1934 to serve with 1 & 2 Sqns (Chungtui) of the 1st Bombing Group (Tatui), and 9, 11 & 14 Sqns of the 2nd Bomb Group. The Marco Polo bridge incident of July 7th 1937 resulted in full-scale war between China and Japan by July 28th. The Gammas fought mainly in the battle for Shanghai. On August 14th Chiang Kai-shek's chief air adviser, Claire Chennault, instigated an attack on the Japanese fleet, but the 14th Sqn mistakenly bombed the British cruiser H.M.S. Cumberland, fortunately without damage. High attrition rates required the transfer of 1st Tatui''s Gammas to 2nd Tatui in October 1937. During October bombing operations, three Gammas were lost, aircraft serial No902 on the 24th, and Nos1402 & 1405 on November 11th when three Gammas attacked the carrier Kaga A new unit, the 14th Volunteer Sqn, was activated in Hankow in late October 1937. Manned by foreign mercenaries under command of Vincent Schmidt, most pilots were Americans and included Schmidt, Elwyn Gibbon, George Weigle, Lyman Voelpoel and Leong (a Chinese-American). Four pilots were French, Labussiere, Boulingre, Florein and Laroche, whilst Jan Rouffaert was Dutch. Chinese enlisted ranks flew as aircrew too, including mechanic Sun T. L, bomb aimers Ching Tia & Pang Tsé Tu, and gunners Liu Wen Kié, Liu Yen, Shou Chi Chen and T.K. Shou. The unit operated a mixture of aircraft - 12 Vultees, 2 Martin 139WCs, and 4 Gammas. It commenced operations on the February 7th 1938, but was disbanded on March 22nd having lost three Gammas. Surviving Gammas, if any, were probably passed to training units. Another Gamma bomber variant, designated 5A, was purchased for evaluation by the Imperial Japanese Navy, whilst another, the 5B, fought in Spain. The 5B prototype featured a different canopy to the Gamma 2E and had other external modifications. The Gamma was the progenitor of the Northrop A-17 & A-17A, Douglas DB-8, TB & SBD used in WWII. Specifications: Low-wing, metal construction, single-engined bomber with fixed landing gear. Crew: 2. Engine: Wright SR-1820F-3 (710 hp). Wingspan: 14.55m. Armament: 1,100 lbs of bombs, 2 x .30" fixed wing machine guns, one flexible .30" machine gun in rear cockpit. Camouflages : Cam A : Gamma 2E Bomber, white 901, Chinese Air Force. Aircraft in service with the 9th Chungtui, 2 ndTatui transferred to 14 th Volunteer Sqn, Hankow, July 1937 to April 1938. This aircraft was used by, amongst others, William Labussiere. Cam B : Gamma 2E Bomber tested by the British Aeroplane Experimental Establishment, K5053, 1937/38 Cam C : Gamma 2E Bomber, black 14, unknown Chinese unit, 1937 / 1938. Cam D : Gamma 2E Bomber, black 1412, Hankow, transferred from an unknown Chinese unit to the 14 th Volunteer Sqn, january 1938.. Price:£31.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0034 Tue, 04 Jul 2017 15:01:11 GMT http://alpha.hannants.co.uk/product/FR0031 Breguet 1050 Alize 1G India Nr 78, IN206, INAS 310 "White Cobras", INS Vikrant carrier, beginning of 70. Nr 67, IN204, INAS 310 "White Cobras", INS Vikrant carrier, 1985. The 24 stars on fuselage are for the years in service. IN203, INAS 310 "White Cobras", December 1971, 10 (Gujrat). With an extra sprue for weapons (2 AS.12 wire-guided missiles, 6 HVAR, 2 Matra F2 missiles) History : The Breguet 1050 Alizé carrier-based Anti-Submarine Warfare (ASW) aircraft was derived from the Breguet 960 Vultur, an unsuccessful attack aircraft design that was limited to only three prototypes. The Alizé prototype first flew on October 5, 1956. This was followed by a trials period that included catapult and landing tests at the Royal Aircraft Establishment in Bedford, England. Three prototypes and two pre-production machines were built, with the first delivery of a production machine to the French Navy being made on November 15, 1957. The Alizé replaced the Grumman Avengers in the submarine hunter-killer role, with 6 Flotille (6F) being the first squadron to receive the Alizé in 1959. 6F served as an operational training squadron, familiarizing both flight crews and support personnel with the new aircraft. French Alizés served in the Anti-Submarine Warfare (ASW) role with Flotilles 6F, 4F and 9F, and in various ancillary units from 1959 to 2000. Thirty Alizés were modified to ALM standard between 1978 and 1983, of these fifteen planes were further upgraded to ALH standard between 1996 and 1997. At the end of its French service the Alizé undertook coastal and sea surveillance. France exported the Alizé to India, with the maiden flight of an Indian Alizé occurring on October 21st, 1960. The initial order for 12 planes was met between June and September 1961. Alizés served with Indian Naval Air Squadron 306 "White Cobras", either embarked aboard the aircraft carrier INS Vikrant, or based on land at INS Garuda, near Cochin (Kerala). Indian Navy Alizés saw action in the 1961 Goa operation, and then during the second Indo-Pakistan war of 1965. They saw further action in the third war between the two states in December 1971, when they were involved in the hunt and destruction of one Pakistani submarine, on December 5th. However, five days later, Alizé IN203 was lost, after being shot down by an F-104 Starfighter according to Pakistanis, or crashed at sea while trying to escape according to the Indians. The aircraft crew of Lieutenant Commander Roy, Lieutenant Sirohi and Aircraftman Vijayan were lost in action. By 1977 India had only six operational Alizés, even after two additional aircraft were delivered by France. Alizés nevertheless were still used from February to October 1988 against the LTTE in Sri Lanka, and again to oppose an attempted coup against the Maldives government. Unlike some French Alizés, the Indian aircraft were never upgraded to ALM or ALH standard, and were retired from service on April 21st, 1991. Alizé number IN202 can be seen on display at Bogmalo Naval Aviation Museum near Goa. Specifications (1G): ASW carrier-based monoplane, three-crew members (pilot, navigator, radar operator). Engine: Rolls-Royce Dart 21 turboprop , delivering 1950 cv. Wingspan 15.60 m, length 13.86 m, wing area 36 m2. Economic cruising speed at 182 knots (336 km/h), normal endurance 4 hours, range 2500 km. Usual weapons: 6 ASM rockets under the wings, three 160 kg depth-charges in the bomb-bay. Other possible combinations include 700kg torpedo in the bomb-bay, bombs, SERAM rockets, and wire-guided AS.12 missiles. Documentation : Breguet 1050 Alizé, Arnaud Prudhomme, Histoire et Collections (in french, 68 pages) Additional information: Antennae on tip of wings have been forgotten (please see box art) It seems theIindian Alizés got a scoop on the port side of the fuselage (over the wing, immediately below the color separation line - this scoop appears at least on the 02 kept in Bogmalo. There is no certainty the scoop was present at delivery.s The antenna (?) on top of fuselage (half cylinder immediately after the radio place) has to be removed on Indian Alizés (at least on the first ones - the two machines delivered later should be checked). Modellers should remove this part, use some putty and sand (fuselage is nearly circular on top). Camouflage schemes: A - Breguet 1050 Alizé Nr 78, IN206, INAS 310 "White Cobras", INS Vikrant carrier, beginning of 70. B - Same as A but with different lettering for the 06 (not shown below). C - Breguet 1050 Alizé Nr 67, IN204, INAS 310 "White Cobras", INS Vikrant carrier, 1985. The 24 stars on fuselage are for the years in service. D - Breguet 1050 Alizé IN203, INAS 310 "White Cobras", December 1971, 10 (Gujrat).. Price:£34.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0031 Fri, 26 Feb 2016 17:03:34 GMT http://alpha.hannants.co.uk/product/FR0018 Vickers-Casa Type 245 'Spanish Vildebeest' Decals for 5 planes: T-5, T-23, T-9, T-1, BR-60' History: The maiden flight of the Vickers Vildebeest torpedo-bomber occurred in April 1928. Spain ordered 27 aircraft but specified the installation of an in-line Hispano-Suiza V-12 in place of the original Bristol radial engine. C.A.S.A. obtained a production licence and started assembly at Getafe in 1932, but only began deliveries of the first planes by 1935. 25 planes in total were built under licence and two, including the prototype G-ABGE, were bought assembled from the U.K. These Vickers assembled planes were given the last serial numbers of T-26 and T-27. The Vildebeests were sent to San Javier (Murcia) shortly before the civil war began, but at the time they lacked machine guns and essential weapons-related equipment like bomb-sights and bomb- racks. All Vildebeests remained under Republican control following the outbreak of civil war in July 1936. During the first months of the war they were employed as bombers despite their lack of bombing equipment, due to which a third crew member manually despatched the bombs through a panel under the pilot's seat! Vildebeests were moved to Manises (Valencia) to support the Aragon front by bombing Teruel whilst operating from El Prat, Sarinena and Lerida. Some planes also fought in Andalusia, where one was downed by Joachim Garcia Morato on 8th August , 1936. In all seven Vildebeests were lost after one and a half months of front-line operations. At the end of 1936 the surviving Vildebeests underwent repairs at San Javier and Los Alcazares, where they were at last fitted with bomb-sights and racks. They were allocated to Grupo 73 for coastal defence duties until the war's end, being distributed over various airfields on Spain's East coast. Only two Vildebeests survived the civil war, these were T-23 on Los Alcazares and T-17 in Barcelona, the latter in floatplane configuration. Despite being designed as a torpedo bomber there are no accounts a Vildebeest torpedoing a vessel during the civil war. Camouflage and markings: The Spanish Vildebeests were initially painted in aluminium, with the four roundels in the usual locations on the wings. The rudder was painted with three equal horizontal bands running top to bottom of red, yellow and mauve. This was superimposed with an anchor and the crown, symbolising the Aeronautica Naval. The individual aircraft serial numbers were painted on the fin and preceded by the letter T followed by a hyphen (e.g. T-22). The serial number was also painted on both sides of the fuselage. The squadron insignia was painted on the nose. Following the outbreak of civil war red bands are added on top of the upper wing and bottom of the lower wing, and around the fuselage (although there were many variations across different aircraft and units). The surviving planes sent to Grupo 73 were camouflaged with green and brown blotches on top of the wings and fuselage. One plane was marked with a standardised republican code of BR-60. Specifications: wingspan 14,93 m, length 11,22 m, wing surface 67,75 m2, total weight 3.850 Kg, maximum speed 225 km/h, ceiling 5.800 m, range 1.200 Km. Crew: two or sometimes three. Weapons: one fixed machine gun on fuselage starboard side, one machine gun (sometimes two) on Scarff ring , 4 x 70 kg bombs , 4 x 57 kg Vickers depth charges . Engine: one in-line Hispano-Suiza 12Lbr rating 600 Cv driving a wooden two-bladed airscrew. References: Avions n° 23, 24 (french) Aviones en la Guerra Civil Espanola 1936-1939, J. Miranda & P. Mercado (take with some care) L'Aviation Républicaine Espagnole, P. Laureau (french - but there is an english version) Improvements: The propeller is rotating the reverse way (the boxart is correct). Uwe Borchert produced an improvement set, the propeller direction of rotation is corrected, and the other type of tailplane/elevators is included, see www.steelworks-models.de. Price:£31.40 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0018 Wed, 11 Nov 2015 17:46:17 GMT http://alpha.hannants.co.uk/product/FR0026 Limited re-release! Stampe & Vertongen S.V.4b United Kingdom Decals for three planes: In RAF camouflage, aircraft borrowed by Donnet and Divoy to escape to England, fitted with the modified exhaust (box art) Same aircraft shortly after arrival in England, still partly registered OO-ATD, with RAF roundels G-ATKC, used by Tiger Club History: The Stampe et Vertongen S.V.4 is probably one of the Belgian aeronautical industry's most outstanding successes. Jean Stampe's aim was to design a training plane with very good aerobatic capabilities, which as the SV4's career proves, is something that he did very well. The Stampe S.V.4b ("b" for bis or second version) prototype was registered as OO-ATC. It won competitions held by the Belgian Aéronautique Militaire and the French Armée de l'Air, which were both held in the summer of 1939. The Belgians ordered thirty planes for their air force, delivered between December 1939 and May 1940. Michel Donnet and Léon Divoy later "liberated" the prototype backup, registered as OO-ATD, on July 4th 1941, and used it to escape from occupied Belgium to England where it was camouflaged with a RAF pattern. This plane was fitted with a modified exhaust for a special duty mission, although this was later cancelled. The French and Belgian air forces both lacked training aircraft following WWII. In 1947, Belgium ordered sixty-five of the S.V.4b version, although these differed slightly from the pre-war version, being fitted with a more powerful Gipsy Major X engine and having a removable sliding canopy. France initially ordered 701 SV4's powered by a 4-POI Renault engine built under licence in Sartrouville, and then ordered 150 more units to be built in Algeria. The Renault powered version was designated Stampe S.V.4c. Stampes, although used primarily for liaison duties and elementary training, also won many international aerobatics competitions. France and Belgium sold Stampes to clubs and individuals who still use them nowadays. The owners and enthusiasts of this remarkably successful design are supported by the "Stampe Club". The UK's Tiger Club uses Stampes for aerial shows, and one of these planes, a S.V.4b registered as G-ATKC, even went to Moscow in 1968. Douglas Bianchi used Stampes with slight modifications to play the role of WWI fighters in movies like Aces High. Stampes are very popular in the UK where their colourful old biplane layout and colourful liveries still attract attention. Specs: Single engined two-seat aerobatic capable trainer biplane. Wingspan: 8,39 m (upper wing) and 8 m (lower wing), length 6,97 m, wing area 8,06 m2, weight (empty) 529 kg, maximum weight 770 kg. With a Renault 4-PO3 engine, maximum speed at sea level 198 km/h. Additional information, documentation: All boxes contain two common plastic sprues, including two cowlings (Gipsy and Renault) and transparent parts for all versions (2 windshields for the open cockpit version, one closed canopy for the standard belgian version, and one for the Manchots aerobatic team) as well as a commmon resin sprue giving two Venturis, two humps for version a (allows to go from version c to version a, aerobatics) and one Pitot tube. A specific resin part is added, when needed (special exhaust for cam A in this box) Documentation : Les avions Stampe, Réginald Jouhaud (Wimpel Amsterdam), and the Ouest France booklet, also from Reginald Jouhaud A build of OO-ATD in KIT, the IPMS Belgium magazine, Nr 183 (Vol 46 n°3), february 2017. It seems that Donnet and Divoy, on the 4th of July 41, had to find and install some navigational instruments in the dashboard, the original instruments having been removed. Even more remarkable, and very interesting. Camouflage schemes: In RAF camouflage, aircraft borrowed by Donnet and Divoy to escape to England, fitted with the modified exhaust (box art) Same aircraft shortly after arrival in England still partly registered OO-ATD, with RAF roundels G-ATKC, used by Tiger Club. Price:£16.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0026 Wed, 29 Jul 2015 14:30:20 GMT http://alpha.hannants.co.uk/product/FR0027 Stampe & Vertongen S.V.4 Aerobatics Decals for four planes: F-BDGI single-seat, Marcel Charollais ' S.V.4a (yellow and red) Same plane without letters F-BDGI, with red arrows on top of upper wing (please see box art) F-BDNM, a S.V.4a at St-Yan (black 9), n�668 D-EEFB, S.V.4c in Germany (white and red) History: The Stampe et Vertongen S.V.4 is probably one of the Belgian aeronautical industry's most outstanding successes. Jean Stampe's aim was to design a training plane with very good aerobatic capabilities, which as the SV4's career proves, is something that he did very well. The Stampe S.V.4b ("b" for bis or second version) was registered as OO-ATC. It won competitions held by the Belgian Aéronautique Militaire and the French Armée de l'Air, which were both held in the summer of 1939. The Belgians ordered thirty planes for their air force, which were delivered between December 1939 and May 1940. Michel Donnet and Léon Divoy later "liberated" the prototype backup, registered as OO-ATD, on July 4th 1941, and used it to escape from occupied Belgium to England. The French and Belgian air forces both lacked training aircraft following WWII. In 1947, Belgium ordered sixty-five of the S.V.4b version, which differed from the first S.V.4b by using a more powerful Gipsy Major X engine, and having a removable sliding canopy. France ordered 701 SV4's powered by a 4-POI Renault engine built under licence in Sartrouville, plus 150 more units to be built in Algeria. The Renault 4-POI powered version was designated Stampe S.V.4c. 50 Armée de l'Air Stampes used a Renault 4-PO5 engine that enabled sustained inverted flight, and so permitted aerobatics to be performed. This version was designated as the S.V.4a, with the "a" standing for acrobatie. Stampes, although used primarily for liaison duties and training, also won many international aerobatics competitions when flown by champions such as Marcel Charollais and Léon Biancotto, amongst others. S.V.4's may be transformed quite simply between single and dual seat configurations, but single seaters seem to be used more often in competitions. France and Belgium sold retired Stampes to clubs and private owners. These are still quite numerous on small airports, and are often painted in attractive eye-catching liveries; for example, in Germany, S.V.4c D-EEFB may be seen, really nice in red and white. Owners and enthusiasts of this remarkably successful design are supported by the "Stampe Club". Specs: Single engined two-seat aerobatic capable trainer biplane. Wingspan: 8,39 m (upper wing) and 8 m (lower wing), length 6,97 m, wing area 8,06 m2, weight (empty) 529 kg, maximum weight 770 kg. With a Renault 4-PO3 engine, maximum speed at sea level 198 km/h. Additional information, documentation: All boxes contain two common plastic sprues, including two cowlings (Gipsy and Renault) and transparent parts for all versions (2 windshields for the open cockpit version, one closed canopy for the standard belgian version, and one for the Manchots aerobatic team) as well as a commmon resin sprue giving two Venturis, two humps for version a (allows to go from version c to version a, aerobatics) and one Pitot tube. A specific resin part is added, when needed. The S.V.4 used by Marcel Charollais was of C type (no humps on cowling), not of A type as we have initially indicated. Documentation : Les avions Stampe, Réginald Jouhaud (Wimpel Amsterdam), and the Ouest France booklet, also from Reginald Jouhaud Camouflage schemes: F-BDGI single-seat, Marcel Charollais ' S.V.4c (yellow and red), n°500 Same plane without letters F-BDGI, with red arrows on top of upper wing (please see box art) F-BDNM, a S.V.4a at St-Yan (black 9), n°668, one of the ten first Stampe delivered to St Yan on the 10 th of April, 1948 D-EEFB, S.V.4c n°1077 in Germany (white and red), spendidly restored by Mr and Mrs Franz Busse. Price:£16.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0027 Wed, 29 Jul 2015 14:30:20 GMT http://alpha.hannants.co.uk/product/FR0014 Rogozarski IK-3 'Fighting Prototypes In 1941, the IK-3 is the most advanced locally built Yugoslav fighter. Designed by engineers Ilic and Sivcev, the IK-3 prototype make her maiden flight on April 14th, 1938. After the crash of the prototype on 19th january, 1939, the n°2 is used as prototype. The planes are delivered in March 1939 (n°2 to n°7) and Juiy 1940 (n°8 to 13), all being used by Grupa 51 in Zemun airfield, Belgrade. The modified n°7 is used as prototype of second order (25 units being in final assembly phase on 6th of April, 1941). The modified n°7 is 20 km/h faster than planes of first order. During the German attack on 6 April, 1941, the IK-3s are employed for Belgrade north sector defence. During the fights, they shot down eleven enemy planes, but very quickly suffer huge attrition. Sgt. Semiz takes the N°7 (N°2155) at Rogozarski plant on 7th, evening, and fights the 11 th, gaining one victory. N°2 (N°2151), used operationnally before the war , is under repairs in Rogozarski plant during the fights. Camouflages and markings: initially painted overall in siva (light blue-grey), externally and internally (cockpit, wheels bays), the IK-3s get 4 large ‚Kosovo crosses' on wings. Late 1940, a standard camouflage, upperside ochre / dark green / dark brown, lowerside light blue-grey is painted over the previous camouflages, with change of VeBR (Army ID number) for some planes and migration from fuselage to top of vertical tail, one of the top ‚Kosovo crosses' being suppressed and the other one reduced in size (usually on port wing). All paintings are gloss. Specifications: wingspan 10,30 m, lenght 8 m, wing area 16,50 m2, weight 2630 kgs, max speed 520 Km/h at 5.000 m (540 for n°7), ceiling 9.400 m, range 600 Km. Weapons in the bow: one Oerlikon FF/SMK M.39 E.M. 20 mm gun, two 7,92 mm Browning machine guns. Engine: a 12 cylinders ‚moteur-canon' Hispano-Suiza 12 Y 29 developing 910 cv.. Price:£15.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0014 Sat, 04 Jan 2014 12:40:19 GMT http://alpha.hannants.co.uk/product/FR0023 PZL P.11F In Rumania: Rumanian version of the well known P.11c with a different engine. 5 decals: 79, Dimache, 08/41 (two Ratas in leash), 87, Voica, 08/41, 51, Neacsu, 10/41, 91, summer 41 (one Rata in leash), 122 with skis, winter 41 Skis will be provided for 122 with the corresponding device under fuselage. History: Pulawski's gull wing fighters were developed in Poland through a series of PZL designs (P.1, P.7, P.11 and P.24). The P.11c was the standard Polish Air Force fighter in September 1939, and along with some PZL P.7's had to oppose a more modern Luftwaffe. PZL also sold the P.11 to several foreign customers. One was Rumania, which bought fifty of the P11.b version. These were delivered during 1932 and coded from 1 to 50. They were similar to the P.11a, but powered by the Gnome-Rhône 9Krsd. The Rumanian manufacturer, IAR, then produced ninety-five P.11f's under licence. These were a Rumanian version of the P.11c, powered by Gnome-Rhône 9Krse (610 HP), and had a modified cowling. Production started in 1936 at IAR's Brasov plant; airframe codes 51 to 145 being allocated to these. At Poland's fall large quantities of Polish aircraft, including some P.11c's, escaped to Rumania. On June 22nd 1941, N°43, 44 and 45 Squadrons were part of Fighter Group N°3, whilst N°46, 49 and 50 Squadrons formed Fighter Group N°4. These squadrons were equipped with P.11f's built by IAR, although some ex-Polish P.11c's did later replace damaged aircraft. Rumania's planes proved equal or better than their Soviet opponents. Between June 28th and September 22nd 1941, N° 3 and 4 Fighter Groups, using mainly P.11f's, claimed between 40 and 46 Ratas (Polikarpov I-16). This earned them the nickname of 'Ratas killers'. Some pilots displayed their tallies on a rather unusual way by showing a PZL pilot holding one or two Ratas on a leash. These successes were obtained for the loss of eighteen P.11f's during the Bessarabian campaign. Some Aces belonged to N°43 Squadron. The Squadron leader, Dan Vizanti, scored a victory on September 17th, while Mircea Dumitrescu was shot down on August 31st, crashing the airframe N° 64, but bailing out safely. P.11's were progressively removed from front line operations to serve in training schools. Consequently, many Rumanian pilots got the opportunity to fly this little fighter, either during the Bessarabian campaign or as new pilots during training. Tests were done using two P.11f's on skis during winter 1941-1942, one of these planes was N° 122. As well the experimental skis, the kit includes an as yet unidentified device secured to the bottom of fuselage (was it a camera or a calibration device? We welcome any information on this). Specifications: All-metal, single-engine, single seat, gull wing fighter with fixed landing gear. Wingspan 10,72 m, length 7,60 m, maximum weight 1590 kg, max speed 340 km/h at 5.000 m, operational ceiling 11.000 m, range 700 km. Weapons: 4 x 7.7 mm Vickers machine guns. Engine: one IAR 9Krse developing 610 HP (licence-built Gnome & Rhône. Documentation: PZL P.11 Stratus Publications (TBC: is it on P.11c or all P.11 versions?) Romanian Fighters Colours 1939/1945 - T.L. Morosanu, D. A. Melinte, MMPBooks L'Aviation Roumaine pendant la seconde guerre mondiale, M. Robanescu, T.L Morosanu, Editions TMA Note: We included decals 16 for Cam. A and 13 for Cam. D, for starbooard side. These victory symbols are well known by pictures on the port side but not certain on starboard side. The 'unidentified device' under fuselage of N°122 (Cam E) seems very much to be a hitch for towing targets. The red band under the fuselage of n°79 (camouflage A) shows under the underside paint.. Price:£16.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0023 Fri, 11 Oct 2013 15:51:51 GMT http://alpha.hannants.co.uk/product/FR0016 Ikarus IK-2 Decals Croatia (4 decals, alike with only the individual number changing). Price:£16.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0016 Wed, 12 Jun 2013 02:18:13 GMT http://alpha.hannants.co.uk/product/FR0019 Re-released! Vickers Vincent - K4712, HV-L, 8 Sqn RAF, Aden 1940 - K6363, H, 244 Sqn RAF, Sarjah, Persian Gulf, 1942 - NZ344, PA-H, 30 Sqn RZNAF, Gisborne (NZ), 1943 - NZ322, 2 SFTS, RNZAF, Woodbourne, NZ, 1941 History: The Vickers Vincent replaced the Westland Wapitis and Fairey IIIF in the General Purpose (GP) role; a role that was very involved with policing the British Empire. Vickers developed the Vincent from their Vildebeest torpedo-bomber; a design which first flew in April 1928 and entered RAF service in 1932. The main changes to the Vildebeest were simple: the torpedo gear was removed, a long-range fuel tank slung in its place, and a message hook added. Vincents also had to carry a variety of other gear to perform their GP role and Army cooperation duties. Items like pyrotechnics, bombs, sleeping bags, ground radio and collapsible long-range aerial masts all had to be stowed away or slung under wings. A Vildebeest modified for the GP role began an overseas tour in December 1932; then a year later 51 GP Vildebeests were ordered. However, because the GP role was so different from torpedo bombing the name Vincent was used for these aircraft. In total, 196 Vincents were delivered between July 1934 and October 1936; 84 of these were still in service at the outbreak of WW2. No 8 Sqn based in Aden was sent to British Somaliland in June 1940 after Italy declared war on Britain. Its 12 Vincents then saw some action in Eritrea. No 8 Sqn later returned to Aden, where its Vincents remained in use until April 1942. Vincents of No 244 Sqn based in Sarjah fighted against the coup by Rashid Ali in Iraq, they defended the Habbaniyah Air Base which was under siege in May 1941. Vincents were flown by No 244 Sqn until as late as November of 1942. No 47 Sqn flew Vincents until mid-1940 in the Sudan, where they fought the Italians in East Africa. It is thought that at least one captured Vincent was used by the Iraqis. The RAF replaced 60 or so of its Vincents with more modern types in 1939. These Vincents were then shipped to the RNZAF in two batches, the first of which arrived in New Zealand in July 1939. They appear to have been delivered in the pre-war RAF scheme of overall aluminium dope with pre-war type roundels. They had also arrived with RAF serials, but by early 1940 these were replaced by RNZAF serials; NZ301 to NZ316. In mid-1941 the survivors of this first batch appear to have received the wartime disruptive camouflage scheme applied to Vildebeests and Vincents. This consisted of New Zealand's version of Dark Earth and Dark Green upper-surfaces Duck Egg Green undersides that had a low wavy demarcation line on the fuselage. The two upper colours appear to be very close matches for their RAF equivalents, but the Duck Egg Green was quite different to Sky Type S, being a very rich and saturated colour close to FS.24260. The Type-B roundels were placed in the standard six positions initially. The rest of the RNZAF's Vincents arrived in November 1939. They seem to have worn a camouflage pattern of Dark Earth and Dark Green over what appears to be aluminium dope undersides, with a high demarcation line on the fuselage. They appear to have had Type-B roundels in six positions and no fin flashes. RNZAF serials of NZ317 to NZ360 replaced the RAF's, and were painted on the rudders and fuselage sides. These aircraft were later repainted around mid-1941 in the same New Zealand colours with the lower wavy demarcation applied to the first batch. They initially kept the Type-B roundels; but later received a variation of the Types-A& C roundels on the fuselage and under-wing positions, with serials on the fuselage only, and an unequal width fin flash. Many of the Vincents received squadron codes when they were issued to the general reconnaissance squadrons. These codes were originally in Sky Type-S or a variation of this colour, and sat either side of the fuselage roundels. Differences with kit FR017 Vickers Vildebeest Mk.III (parts): Additional parts in injected plastic: belly tank, wheels, bomb racks, message hook. The fuselage inner details have been improved according to the Vincents under restoration in New Zealand. New parts in resin (engine redone, 120 Lbs bombs). The torpedo is still available (never mounted on Vincents) but the photo-etched torpedo support is not provided any more. Surviving planes: To our knowledge, only two Vincents are surviving today. These two Vincents are under restoration in New Zealand, one of them in the Air Force Museum of New Zealand, the second in Subritzky family collection at Dairy Flat, north of Auckland, NZ. Our warmest thanks to Air Force Museum of New Zealand: Mr Nathan Bosher, Safety & Surface Technician, Restoration section Mr Peter Mossong Mr Peter Mossong's Website, on the RNZAF in the Pacific in WW2: http://rnzaf.hobbyvista.com/index.html. Price:£31.40 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0019 Thu, 25 Apr 2013 00:00:00 GMT http://alpha.hannants.co.uk/product/FR0022 Dassault Mystere IVA (India), 3 decals: IA 936, IA 1006, IA 1017 History: The Ouragan (Hurricane) was the first of a long line of French jet fighters built by the Société des Avions Marcel Dassault. Design work commenced just after the end of WW2 in 1946, whilst its entry into service was a short time later in 1952. The next design, the Mystere II, was an evolution of the straight winged Ouragan. It had a 30° swept wing as well as modified tail surfaces, and entered service in the Armée de l'Air in the spring of 1955. The Mystere IV was based on further refinement of the Mystere II design concept. It bore an external resemblance to the earlier plane, but it had a revised wing structure that was also strengthened. The Mystere IV prototype first flew on 28th September 1952; the pilot on this occasion being Constantin Rozanoff. The prototype proved to be a great success; so much so, that the Armée de l'Air ordered the first batch in October 1952. Eleven pre-production airframes were soon followed by the production version. This was the Mystere IVA (MD-454), of which 411 were built. The first 50 aircraft had the Rolls Royce Tay 250 turbojet, whilst the remainder used the slightly more powerful Hispano-Suiza Verdon 350; which was a licence built version of the Tay. A US military mission chose the Mystere IVA for a production run that the USA would pay for. In the Mystere IVA's case it funded the production of 225 aircraft for the Armée de l'Air. The first unit of the Armée de l'Air to receive a production aircraft was the 12 éme Escadre, based in Cambrai (25th May 1955). The new fighter also served with 2 éme, 5 éme, 7 éme, 8 éme and 10 éme Escadres. The Patrouille de France air display team flew the Mystere from 1957 until 1963. After its withdrawal from first line units, it was employed in 8 éme Escadre at Cazeaux for advanced training, until November 1982, when it was replaced by the Aphajet in this role. The Armée de l'Air and IDFAF flew the Mystere on operations during the Suez crisis of 1956. France exported the Mystere IVA's to India and Israel; it sold 110 to the former and 61 to the latter. This followed on from the success of the Ouragan that was already in service with these nations. Israel flew them against their Arab adversaries in two wars (1956 & 1967). The Mystere IVA began its service with the Indian Air Force in 1957. They first saw action during the 1965 war with Pakistan; and on September 7th, a Mystere destroyed an F-104 Starfighter during a raid on Sargoda. The Indian pilot, Sqn Ldr Devayya, was awarded the Maha Vir Chakra for this action. Nine days later a Mystere scored another victory by shooting down a Pakistani L-19. Mysteres also destroyed several Pakistani planes on the ground during the brief war; these included four F-86's, three F-104's and two C-130's. The Indian Mysteres changed from the fighter to ground attack role shortly after the 1965 war, and they flew in this role during the 1971 war. However, by 1973 none were left in service. Specifications: Wingspan 11.12m, Length 12.85 m, Wing Area 32 m2, Empty Weight 5,850 kgs, Max Speed at sea level 1,120 kmh (Mach 0.98), Ceiling 15,000 m, Range 1,310 km Armament: 2 x 30 mm DEFA 551 cannons, 907 kg payload on four external hard-points (12 x 105 mm rockets, 2 x 250/500 kg bombs or 4 x 70 kg or 2 x additional external tanks). Engine: 1 x Hispano-Suiza Verdon 350 delivering 34.4 kN of thrust. Additional information and improvements: starting from plane n° 150, the horizontal surfaces in tail are in one part ('monobloc'). You should then use the two unidentified parts, not parts 11 and 12. For planes in Armée de l'Air box, (excepted MAYBE the 312-UV) and those in India box, use these parts. For Israel, to be checked (probably monobloc) the Pitot tube is missing (on starboard wing, see the box arts) installation of Verdon engine required to open two small air intakes, symmetrical, on the fuselage. These air intakes have been omitted (see the India box art, in the fuselage cockade). Tay engine might have been used in 111 planes. It seems Israel requested and had the Tay engine. Tay: serial numbers from 1 to 74, from 77 to 114, planes 11, 23, 36 and 52 did get the Verdon on a maintenance operation. Verdon, starting at plane nr 115 The ejection seat provided in the kits is the Martin-Baker YAM-4, the first model installed was the SNCASO E95. Starting in 1967, the planes in Armée de l'Air service replaced the SNCASO seat by the Martin-Baker. We are researching informations for the Indians and Israelis planes (some sources state that the replacement was only done on French planes, other show at least an Israeli plane with a Martin-Baker seat). The landing gear has to be shortened by some 2 mm and some weight should be added in the nose The cockpit is black The Indian flag is reversed (the green should be leading, in standard) BUT Dassault delivered the planes to India with the flag reversed. Naturally enough, the mistake was corrected later by the Indians. So you may choose to show an aircraft as it was on delivery or after correction. Nevertheless, there are only very slim chances that the tiger was painted with the reversed flag. Site on Indian Air Force: http://www.bharat-rakshak.com/IAF/index.html. Price:£20.80 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0022 Fri, 26 Oct 2012 00:00:00 GMT http://alpha.hannants.co.uk/product/FR0013 Rogozarski IK-3 'Belgrade Defence' History: In 1941, the IK-3 is the most advanced locally built Yugoslav fighter. Designed by engineers Ilic and Sivcev, the IK-3 prototype make her maiden flight on April 14th, 1938. An initial order of 12 planes follows the very satisfying trials. First batch of 6 IK-3 is delivered during March 1939 (Nr 2 to 7, big wheel doors), second batch in July 1940 (clipped wheel doors). All are used by 51 st Grupa, on Zemun air base (Belgrade). During the German attack on 6 April, 1941, the IK-3s are employed for Belgrade north sector defence. During the fights, they shot down eleven enemy planes, but very quickly suffer huge attrition. N° 8 (N°2156) is shot down on the 6 April (after one victory), n°12 (N°2160) gains three victories and is burnt by Yugoslav forces on 12 April with N°13 (N°2161) and n°7 on Veliki Radiki airfield. Three damaged planes are captured by German forces in Zemun, as well as some planes under repair. Camouflages and markings: initially painted overall in siva (light blue-grey), externally and internally (cockpit, wheels bays), the IK-3s get 4 large ‚Kosovo crosses' on wings. Late 1940, a standard camouflage, upperside ochre / dark green / dark brown, lowerside light blue-grey is painted over the previous camouflages, with change of VeBR (Army ID number) for some planes and migration from fuselage to top of vertical tail, one of the top cockades being suppressed and the other one reduced in size (usually on port wing). All paintings are gloss. Specifications: wingspan 10,30 m, lenght 8 m, wing area 16,50 m2, weight 2630 kgs, max speed 520 Km/h at 5.000 m, ceiling 9.400 m, range 600 Km. Weapons in the bow: one Oerlikon FF/SMK M.39 E.M. 20 mm gun, two 7,92 mm Browning machine guns. Engine: a 12 cylinders ‚moteur-canon' Hispano-Suiza 12 Y 29 developing 910 cv driving a constant speed Chauviere propeller (N° 8 to 13).. Price:£15.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0013 Sun, 13 Jun 2010 00:00:00 GMT http://alpha.hannants.co.uk/product/FR0012 Rogozarski IK-3 'April Fights' History: In 1941, the IK-3 is the most advanced locally built Yugoslav fighter. Designed by engineers Liubomir Ilic and Kosta Sivcev, with support of engineer Slobodan Zrnic, the IK-3 prototype make her maiden flight on April 14th, 1938. An initial order of 12 planes follows the very satisfying trials. First batch of 6 IK-3 is delivered during March 1939 (Nr 2 to 7, big wheel doors), second batch in July 1940. All are used by 51 st Grupa, on Zemun air base (Belgrade). Aircraft nr 6 is destroyed on 6 th September, 1940. During the German attack on 6 April, 1941, the IK-3s are employed for Belgrade north sector defence. During the fights, they shot down eleven enemy planes, but very quickly suffer huge attrition. The last three operational IK-3s are destroyed by Yugoslav forces on 12 th April, but three damaged planes are captured by German forces in Zemun, as well as some planes under repair. Camouflages and markings: initially painted overall in siva (light blue-grey), externally and internally (cockpit, wheels bays), the IK-3s get 4 large ‚Kosovo crosses' on wings. Late 1940, a standard camouflage, upperside ochre / dark green / dark brown, lowerside light blue-grey is painted over the previous camouflages, with change of VeBR (Army ID number) for some planes and migration from fuselage to top of vertical tail, one of the top cockades being suppressed and the other one reduced in size (usually on port wing). All paintings are gloss. Specifications: wingspan 10,30 m, lenght 8 m, wing area 16,50 m2, weight 2630 kgs, max speed 520 Km/h at 5.000 m, ceiling 9.400 m, range 600 Km. Weapons in the bow: one Oerlikon FF/SMK M.39 E.M. 20 mm gun, two 7,92 mm Browning machine guns. Engine: a 12 cylinders ‚moteur-canon' Hispano-Suiza 12 Y 29 developing 910 cv driving a constant speed Hamilton Standard propeller (N° 1 to 7).. Price:£15.99 sales@hannants.co.uk http://alpha.hannants.co.uk/product/FR0012 Sun, 13 Jun 2010 00:00:00 GMT