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HPH Messerschmitt Me 410A-1 1:32

HPH 23023R Messerschmitt Me 410A-1 1:32

History:

The Messerschmitt Me 410 was essentially an improved Me 210. Most of the issues that lead to the cancellation of the Me 210 had already been worked out prior to it being canceled but due to the scandal that occurred in official circles as a result of the dismal failure of the original aircraft, it was deemed necessary to change the designation to 410. Only nine months elapsed between the cancellation of the 210 and the time that the first 410 rolled off the assembly line. By comparison with the original Me 210, the handling characteristics of the 410 were, if uninspiring, perfectly acceptable. It possessed no serious vices and it was spin proof. Most important its performance was an advance over that of the Bf 110 which it was to replace. Within a few weeks of the V1 aircraft completing initial handling trials the production line was turning out A-1's and A-2's. The A-1 was a Schnellbomber and the A-2 a Zerstorer. Both versions were similar, both having a fixed forward armament of two 20-mm MG 151 cannon and two 13-mm MG 131 machine guns. For defensive armament two 7.9-mm machine guns mounted in remotely controlled lateral barbettes. The internal weapons bay could accommodate a single 2,205-lb SC 1000 or SD 1000 bomb, two 1,102-lb, SC 500 bombs or up to eight 110-lb SC 50 bombs, although all loads over 1,102-lb, were considered overloads.

The B series took the place of the A series in April 1944. Structurally similar to the A series, differed in being powered by the DB 603G engines with higher power. The B-1 and B-2 were the Schnellbomber and Zerstorer respectively. A variety of armament kits were tried to improve it's potency as an anti-bomber weapon. While it initially was successful against bombers, once the P-51 showed up in numbers, attrition eventually became too great and by the end of 1944 the Me 410 was phased out with a total of 1,160 built. Remaining aircraft were converted to single seat fighters and operated in the reconnaissance role.

The Kit:


The box is fairly large as one might expect but only a little over 1" deep. Both the top and bottom are of corrugated cardboard. When opening the box here is what you see.

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Tamiya 1/35 WW1 British Infantry

Tamiya 1/35 WW1 British Infantry



Tamiya has released a set of five WW1 British Infantry figures to accompany their Mark IV Male Tank. They are included with the initial export version of the Mark IV as well as being available separately as Set No. 35339 as seen here. The set offers 1 Officer and 4 soldiers in 1902 uniform with 1908 webbing. This is an action type set of figures, an Officer with a pistol and swagger stick, a charging Infantryman with rifle and bayonet, a kneeling soldier firing a rifle, a prone Lewis Gunner and a soldier kneeling with the rifle in his right hand.

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Curtiss P-6E Hawk 1/32 Silver Wings

Curtiss P-6E Hawk 1/32 Silver Wings

 



History

I had little in the way of reference material for this aircraft, if anyone knows of a good reference, please shout out ! The following is a compilation of the history from the kit instructions and Wikipedia...

Starting in 1925 with the P-1, Curtiss built a long series of fighters carrying the name "Hawk". Of the eight different P-6 models produced, The P-6E remains the best known. It was a first line pursuit aircraft for the Army Air Corps in the early 30's and the last of the fabric covered biplanes used by the Air Corps. Curtiss delivered 46 P-6E Hawks in 1931 through 1932. The P-6Es served between 1932 and 1937 with the 1st Pursuit Group (17th and 94th PS) at Selfridge, and with the 8th Pursuit Group (33rd PS) at Langley Field, Virginia. Numerous accidents claimed at least 27 of the 46 aircraft delivered. As the P-6Es became obsolete, instead of receiving depot overhauls, they were allowed to wear out in service and were scrapped or sold. At least one survived into 1942. A single P-6E survives. The aircraft was donated to the Smithsonian National Air and Space Museum by Mr. Edward S. Perkins of Anniston, Alabama and restored by the School of Aeronautics at Purdue University. It is on indefinite loan and display at the National Museum of the United States Air Force at Wright-Patterson AFB near Dayton, Ohio. Originally s/n 32-261 and assigned to the 33rd Pursuit Squadron, it was dropped from records at Tampa Field, Florida, in September 1939. It was restored and marked as 32-240 of 17th Pursuit Squadron, missing on a flight over Lake Erie on 24 September 1932.

The P-6E is recognized as one of the most beautiful aircraft of the 1930's , and to some, it is one of the most beautiful biplanes ever built.

The Kit...

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Asuka (TASKA) 1/24 Bantam Reconnaissance Car

ASUKA (TASKA) 1/24 BANTAM RECONNAISSANCE CAR



HISTORY

In July 1940, the US Army approached 135 automotive manufacturers with a design specification for a vehicle that would come to be described in Army Technical Manuals as “… a general purpose, personnel, or cargo carrier especially adaptable for reconnaissance or command, and designated as ¼ ton 4x4 Truck.” The specification came with a very aggressive schedule. Bids were to be received in eleven days, the prototype to be delivered in forty-nine days, and 70 test vehicles delivered in seventy-five days.

Only two companies responded, American Bantam Car Company and Willys-Overland Motors. Despite Willys-Overlands lower cost; Bantam was awarded the contract as they were willing to commit to the Army’s schedule. On 23 Sep 1940, the Bantam Pilot, first of what would evolve into the ubiquitous jeep, was delivered to the US Army. Even as trials began, Willys and Ford were encouraged to complete and submit their prototypes. Representatives from both companies were provided access to the trials, the vehicle and the engineering drawings.

When the second round of trials began in late 1940, Bantam’s entry, now known as the Bantam Reconnaissance Car (BRC) 60, was joined by the Willys Quad and Ford Pygmy. By now the Army’s need was becoming urgent and demanding and all three vehicles were declared acceptable. In March 1941 orders for 1,500 units per company were awarded for field testing. These “pre-standardization” jeeps incorporated improvements to weaknesses discovered during the trials as well as the better ideas copied from each manufacturer resulting in remarkably similar vehicles. They also received new names; Bantam’s became the BRC 40, Willys’ the MA and Ford’s the GP. Lend-Lease requirements for the escalating war caused the Army to extend these contracts and by the end of production Bantam had delivered 2,642 BRC’s, Willys 1,553 MA’s and Ford 4,456 GP’s.

Most of the vehicles delivered under these contracts were shipped to the UK, USSR and other Allied nations under Lend-Lease terms. Some of the units were issued to US Army units for field testing, with most remaining in the US during their service. There were a few photographed in Iceland, at least one was captured by the Japanese in the Philippines and there are anecdotes that one or two may have made their way with US forces to North Africa.

By July 1941, Army concerns over meeting production demands and maintaining three different designs in the field, led to a decision to standardize production with the Willys as the base vehicle. The contract included a list of required improvements and alterations compiled during the field trials. With the arrival of the standardized jeep, the early jeeps that remained in Army service were rounded up and either sent overseas or sold as surplus with very few remaining in the US.

Bantam was unable to secure any of the subsequent contracts for the standardized jeep and spent the rest of the war building the MBT jeep trailers, aircraft parts, and torpedo motors.


THE KIT

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HK Models 1/32 Meteor F4

HK Models 1/32 Meteor F4

 

History


The Gloster Meteor was the first and only operational jet fighter to actually enter combat in WWII for the Allies. Its first flight occurred in March of 1943 and by July of 1944 the first production Meteor, the F1, went into service. They were relatively successful in downing V1 rockets. The F1 was replaced by the F3 which had Rolls Royce engines, a revised canopy style and increased fuel capacity. 210 F3's were produced The F3's were introduced on the Belgium front in January of 1945 to intercept the Me 262, however by that time the Luftwaffe was sufficiently weakened that the F3's never engaged the 262 in combat. They were mostly used in reconnaissance and air to ground support activities. With its ejection seat and other modern features it served as a basis for development of post war British jets. The F4 variant featured clipped wings, longer cord intakes, improved engines, a stronger airframe, fully pressurized cockpit, lighter ailerons (to improve manoeuvrability), and rudder trim adjustments to reduce snaking. It was also the first version to be exported. The F4 did not go into production until 1946.

The Kit

 

 

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