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  1. Fokker F.I/DR.I. By Ray Rimmel with Richard Alexander Volume one Anthology Series Available at http://www.windsockdatafilespecials.co.uk/ The new Windsock book is a most expecting one by Ray Rimmel, with an extra collaboration of Richard Alexander, former Wingnut Wings General Manager. Dedicated entirely to Fokker DrI, it has been directly think for the new Meng Fokker Dr.I 1:32 and 1:24 scale. Yes, both of these were to be release by Wingnut Wings before it went down. Thankfully, Meng pick them up and release them to the market. As you can see in the cover, this is the volume I so more is to come in the future, probably with a full construction of 1:24 Meng Fokker Dr.I and with new fantastic pictures and profiles. Speaking of cover, in this case it is a digital composite from Jerry Boucher with Ray Rimmel models, representing Rittmeister Manfred Von Richthofen flying his newly-painted DR. I 425/17 in a dogfight with a British SE5 in March 1918. Let`s see what do you get with this book. So there`s several parts: 1:32 and 1:24 F.I/Dr.I kit reviews from Andreas to Meng. Detailed painting notes from Richard Alexander with a model paint comparison chart. The pre-production Triplanes with archive photos and Ray Rimell's highly detailed build log of the Meng F.I in Voss' colours-all supported by Juanita Franzi's multi-view artwork. How the original WNW kits were designed-a unique Q & A with Richard Alexander. Colour close-up images of Mikael Carlson's superb airworthy Dr.I replica. Authentic diorama incorporating the Roden Dr.I with a railway transport wagon. Fully detailed build log of the Meng Dr.I finished as von Richthofen's iconic red-painted DR.I 425/17 by Ray Rimell with fabric analysis and colour profile. Detailed and authentic all-new 1:32 scale colour profiles of 10 early production aircraft by Ronny Bar-all supported by reference photos and Meng modelling notes. Gallery of archive portrait and close-up photos chosen with modellers in mind. Appendices with bibliography, manufacturers' web links. With 73 pages on gloss paper of which at first glance has the typical structure and winner receipt of the previous datafiles but with almost the double of pages of a normal datafile. In the opening (back of the cover), as usual, a fantastic profile by unique and unmistakable Ronny Bar. The particularly profile is from Fokker F.1 103/17, flown the famous Werner Voss. After the foreword (Richard Alexander) and author introductions, the opening chapter is about modelling Foker DR.I history. All, or almost all existent or pre-existent models are reference here. Then the first “tecnichal” article on this book and a very interesting one to all modelers: “Streaking to the finish line” by Richard Alexander where talks extensively about the colors of the Fokker Dr.I, in the various operational moments. Its "new" appreciation is with the appropriate historical justification. Richard also doesn't escape the supreme controversy: the unique cowling of the Fokker F.1 103/17 – Werner Voss plane – yellow or grey?? Well you will need to got this book to know which Richard thought is. To end this article, a fantastic and very useful model paint conversion chart for Fokker Dr I is given by Richard Alexander. Next, the reader get a F.1 Pre-Production folio, a very interesting reading and several pictures of the three pre-productions examples: F.I 101/17, F.I 102/17 and F.I 103/17. Then the author takes us to a full build 1:32 Meng Fokker DRI representing the F.I 103/17 with some after markets included from Fokker Nutz, Master and HGW. All steps are cover with a full text explanation and several pictures of the ongoing build with close-ups and real pictures in detail to help the modeler out with location and specially, with detail. On the final part of this building, the new Hangar from Aviattic was built and I must say that, after seeing it, in a pre-production phase, it`s an fantastic addiction to a WWI diorama. Not a cheap hangar but a fantastic one. The next chapter is “Recreating a Legend”. It´s an exclusive interview with Richard Alexander, the first one after Wingnut Wings closure. I have had the pleasure to interview Richard in the past, while he was WnW General Manager and it`s was a blast to talk to him, back then, about wingnut wings and how Wingnut Wings fans got me that chance. After that I have had a better yet, a personal meet in Telford and the opportunity to “work” in WnW stand in Telford and its was crazy. I can call Richard a friend now and it was amazing to meet him. I even got, thanks to him a picture with PJ with a Wingnut Wings T-shirt. Back to this interview, the major subject is, of course, the work that was made to turn the Fokker DR. I reality and a dream come true to many WWI modellers. The "under the skin" chapter has some great pictures of an undress Fokker DRI Next, one of my favourite parts: Ronny Bar Profiles!! And several ones, eight to be more precise, and all with a picture or two of the real aircraft. All the profiles are from Ronny Bar. Now, the reader is bring back to modelling with Ray Rimmel upgrading a 1:32 Roden Fokker DRI with several scratch building, and display in the top of a railway wagon. The article is to be concluded in the second volume) A marvelous modeling article comes next: Fokker DR.I 425/17. Ray immerse in building this iconic plane from the Mengnut Fokker Dr.I, and as many, we assume that it could be straight from the box… ahhh, looks like not, and if you want be totally accurate, you will have to get this book!! The next article contains several amazing pictures with more the 100 years and in very very good condition with tons of history and details. Finally, two appendix are given with tons of information with productions changes and recommended reading. Conclusion: A fantastic book for historians and for modeler, with great pics with amazing quality and very inspirational. If you have a Fokker DR.I in your stash or you want to get a Fokker DR.I (the new Meng one or Roden ones) this book is a must have. If you`re not a WWI modeler but a WWI lover/liker, this is a must have!! Worth every penny. Very Highly recommend. My sincere thanks to Ray Rimmel and Windsock for the opportunity and the review sample.
  2. 1:32 Fokker Dr. I/F.1 (Early and Late type) Meng (Ex-Wingnut Wings) Kit No. QS-02 Available from Ak-Interactive for €59,95. Well, there it is… the Meng Fokker Dr. I. The box has its fair size, well packed with plastic and in the side with some profiles and information. I confess that this review and this release is a bittersweet for me, as I have been a WnW Fan since day one… since April of 2010. Personaly, Wingnut Wings gave me a lot… new knowledge, a new modelling perspective and an all new modelling world. Also gave me friends, very good ones from across the world and literally from the other side of the world. So WnW dismiss in 2020 shocked the modelling world. There were several WnW projects that probably will never see daylight (Lancaster, 0/400, 0/100), but one did: The Fokker Dr.I. The test shots in Scale Model World 2019 (held in Telford) were pretty much the final test shots and the model looked fantastic. Wingnut was preparing to release two boxes with the Fokker F.I/ Dr.I (early type) and the Dr. I (late Type) and the web page still on (at least for one of them) http://www.wingnutwings.com/ww/product?productid=3205 At Telford, the test-shots could be the final ones or not… Richard Alexander was a perfectionist so I really don’t now if he was not totally satisfied with it… well probably we will never know. One thing I know for a fact: The only sprue in this box that wasn’t design by Darren Mildhenhall was the sprue E (Engine). So let`s start with the engine. The original engine was tooled in Korea in the same place that were tooled the Camel so Meng had to do an all new engine for this Fokker Dr.I And the sprue design was different. Check the differences: The original WnW engine: Meng engine: Checking close this sprue, the details are well represented and very sharp. One thing that caught my attenttion in the attachment point between the parts and the sprue… WnW moulding strategy is different with less attachements points making a bit easier the removal and making less risk the detail damage. Anyway it´s mould option but shows how WnW was a totally modeller friendly. Anyway Meng gives two type of engines: Le Rhone 9J (Part E1) Oberursel UR.II (Part E7). Fokker Dr.I, on field sometimes were powerfull with the Le Rhone engine and also with the Clerget 9b engine. Curious is the fact that the propeller given, in the WnW sprue, you get 3 propeller types for each engine, so yes, there`s the propeller for the Clerget engine if you want to build a Dr.I with a Clerget engine. I assume, that WnW would have provide all 3 engines (I`m almost certain of this as WnW already had a Clerget engine for the Camel) and markings option for all 3 engines. But that`s only speculation now… Cheking other sprues and knowing that there were several cases report of damage, specialy the cockpit fairing moulded with the middle wing, I found out that my example is totally intact. Thanks AK-Interactive for the nice and very protective package that assure that all remain intact to the customer. Here`s the remaning sprues: There`s not much more to say about the plastic sprues. The wings do have a seam line on the wing edge that could not be quite an easy task to remove it but doable. The wings do have more attaching point that other WnW models, but the wing is quite stick and heavy and that the explanation (given By Richard Alexander himself). The plastic quality looks very good and with nice surface details and with construction strategy well defined, being well patented the WnW fingertip left here. I only notice a bit (incomprehensible) flash on the aileron edge... Checking all the options given in this box, you got 3 cowlings to use (One specific for the Red Baron, on for the Werner Voss F.1 Prototype and another for the Göring and Göttsch airplanes.) I will only highlight, as for sprues are concerne, the sprue F. Being a prototype, the Fokker F.I (fitted with a Le Rhone engine) has several differences and are all concentrated in the sprue F. So the ailerons are in different shape and much wider with larger mass balances, a different shape rudder, curve edged tailplane, smaller wheels, and a different cowling. So the parts engineering, the sprue study and part display (for example the option for the LMG08/15 machine guns with PE or in injection), it’s without a question a Wingnut Wings Model. But that`s all, as nothing more even assemble to a Wingnut Wings model. It`s probably one of Meng best model kits but they still have a long way to go to match Wingnut Wings. However, there`s only one particularly point that this Meng model is superior to WnW model, The Photo-etched sheet. Yes, it has the classical WnW configuration, was design by WnW (with seatbelts, buckles, covers and cooling jackets of the twin Spandau MG08/15 8mm), flawless surface details but Meng did it without connections points to the sheet turning the removal way more simple and practical with no cutting and sanding. So, in this particulary aspect, Kudos to Meng. But, let`s check all the box contents. Starting for the decals. The sheet brings you the instruments dials, several balkenkreuz for the 4 scheme options and the numbers for he Dr.I and F.I Voss but remember that, as the engine, the decal sheet was design by WnW. Schemes given, I think that are good ones but with no surprise. A Jagdgeschwader (JG) I, #425/17 (Freiherr von Richthofen, Manfred Albrecht) 1 March 1918. B Jagdstaffel (Jasta) 10 103/17 (Leutnant Werner Voss) September 1917. Werner Voss C Jagdstaffel (Jasta) 27 206/17 (Oberleutnant Hermann Göring) D Jagdstaffel (Jasta) 19 202/17 (Leutnant Walter Göttsch) 1 February 1918. The decals do have a good colour registration but I do have two little thing that I must say: First, the decals looks a bit stick and not as thin I was used to with Cartograph but they can do work just fine. Secondly, Werner Voss Fokker F.I face looks a bit off, specially those eyebrows… Look at these pictures: Different faces no?? And the million question: That color cowling… Its dark olive or yellow?? I`m not going down that road on this review that’s for sure! I know that I probably will be using WnW decals available on the 32601 Alb. D.V MvR with a Dr.I 127/17 or a Montex scheme. Or even Goering Dr.I. Now, inside along with the instruction, theres some A4 paper sheets in English and mostly in Chinese with information about the Dr.I, Manfred Van Richthofen, and maybe other info. I keep under what the use of this… really… I can`t see any use from it... Instead that could put a better effort in the instruction, with historical detail on it as we were use to… Moving along to the instruction. Anyone who have a Wingnut Wings model kit know that WnW set the bar way up with their instructions. Meng`s Fokker Dr.I instructions are not bad… its such a normal instructions that we, WnW Fans can`t be happy with… No history data, no historical and actual pictures of the plane, no historial information of the chosen schemes, no identification of the parts with the full name, no identification of the team behind each project…. So it`s plain and simple instruction with good part indication and where to they attach in An A3 size coloured instruction booklet of nineteen simple steps and twenty pages. However there`s one thing that Meng just forgot: Rigging… We all know that Fokker Dr.I is not knowed for its rigging but it does have rigging.. Meng does not make any whatsoever reference to the rigging (even when the plastic parts have hole to being made either is Dr.I or F.I. So is incomphensive that lacking of information or rigging drawings. The Fokker Dr.I had visible rigging in front of the cockpit, undercarriage, and in the tail Another point that is not wrong but I think that could be better: color indication. You only get AK and another brand (not knowed to me). The code colour directs you to Meng color, made by AK to Meng. I understadn why Meng made this direct reference to thier "own" paints but I do love theReal Color and the 3rd acrylics generation from AK and I would be delighted to see them on the color chart. Verdict Well, it’s a great model kit but one thing is for sure: it ain`t a Wingnut Wings Model! It sure is a really nice Meng kit, probably their best one but it`s not a Wingnut With care and some good references for the rigging and the colours, it will turn into the Best Fokker Dr.I (F.I) in any scale that you can get, that’s for sure, and that`s is the beauty of this models, and the last legacy left by Wingnut Wings. Highly recommended. My sincere thanks to AK-Interactive for this review sample. Francisco Guedes
  3. Bristol F.2B “The Crocodile” By Jose Mª Martinez Fernández Publication: Wings & Rigging Price tag: 30€(plus shipping) When I was in the WnW meet and greet in Telford this year, I got this review samples directly from the hands of a very talent modeler and the author himself: my good friend Chema Martinez. This book was one of his goal and it gives the modeler the secrets behind the fabulous Bristol F.2B “The Crocodile”. So the only subject of the book is a step-by-step of it. The book is in A4 size, with soft cover and satin finish pages with some very good printing and color densification. You will get 66 pages divided into six chapters: - Cockpit/Fuselage; - Engine (Rolls Royce Falcon); - Wings; - Final Assembly; - Technical; - Final Photos; But before all that, an introduction where the author gives a small history about the Bristol and the birth of an idea that brought this book to life. So, along 66 pages, Chema brings us the finest modeling work in the world. So in the cockpit area, lots of scratch and building tip. The scratchbuild fuselage looks a tremendous and hard work but checks the tips and Chema works it looks like a piece of cake.. .yeah but I sure that is not! The fuselage chapter shows all the steps since the basic skeleton to all the finish tail with paint, tail paint job and of course, all the interior rigging. The engine chapter is one of the most impressive with the step by step of super detailing the Rolls Royce engine. Well, but we think that the previous chapter is impressive, the wings in no less impressive… It's amazing to see the step by step and all the tips behind a full scratch wing, or even better, 3 scratch wings. On this chapter there`s a sub-chapter: “Painting the wing fabric covering” and so actual fabric covering. Wow!! The final assembly is where we can see large and detail pictures of this masterpiece. Then a very useful chapter, with all the techniques in one place with some simple tips for rings, control cables, tensors, wood techniques, english rigging. Finally, just before the gallery, how to do a little base for the jewel. CONCLUSION: The talent of Chema Martinez its well know worldwide and here you can see this talent in action with several tips along the way, to help you go a little futher with your builds or just to get inspired to go to the bench and build your WnW. So must have to all WWI modeler aviation, specially for any Wingnutter. Review copy compliments of my friend Chema Martinez. To order just go to Wing & Rigging facebook page and sent a message asking for a copy. Paypal is accepted.
  4. ReXx Exhaust 1:32 Albatros D.V/D.Va AEG G.IV Roland D.VIb Today we have are taking a look to the new items form ReXx catalogue, all in 1:32 scale. ReXx produce exhaust from metal "galvanically”. I really have no idea how theses beauties are produce but it´s my first time I look in flesh to these exhaust so it’s really a premiere for me. Today we will be looking to the latest ReXx release: AEG G.IV and Roland Vb exhaust in 1:32, suitable directly to Wingnut Wings and Albatros D.V/DVa also for Wingnut Wings. Looking at the packaging, all the exhauts REXx exhaust sets in a small clear plastic bag, with a little piece of foam to give extra protection. To finalize all are packed in a small clear box with a cardboard surround. All the three model kits that these sets are design for, are all from Wingnut Wings so all of the models are excellent and need so little extra to add. Let`s see if, in fact, the ReXx aftermarket pieces give any extra live to the fantastic Wingnut Wings models. RX32.058, 1:32nd Scale AEG G. IV – for Wingnut Wings The AEG exhausts is a complex one with a small “hat” on one end. The kit exhaust comes in two pieces, so the exhaust is cut in half and some work has to be done to get a “solid” round piece with no marking. The “hat” system in the kit model is a bit of scale but resulting of the injection moulding limits. The main problem is how to make the exhaust hollow? It´s quite difficult, as the only way will take lots of time, patience and skill from the modeler. It´s not only drill a hole in it as most of the exhaust and the success is not granted. The only thing granted will be the time it will takes. The ReXx exhaust also comes in two pieces each, so the “hat” is a separate piece and the connect hinges are very very thin. The main part of the exhaust is in a single piece and fully hollow which makes a huge improvement from the Kit part, beside of being extremely thin, replicating the scale. The ReXx also has those tiny bolts but are really too tiny. The ones on the kit model look better to me but those bolts are quite easy replicate with the appropriate tool. RX32.059, 1:32nd Scale Roland D.VIb – for Wingnut Wings. Next up is the Wingnut Wings Roland D.VIb. This time the exhaust is a single piece, with no metal blocks to cut it off like the AEG Exhauts. The detail is very suttle but fantastic with a great reprodution on the exhaust tip The exhaust looks very thin and fragile and totally hollow… Its hyper realist… if unbelievable!! Attetion its really delicate as its look like the real thing but only 32 times smaller. It’s a fantastic extra to Roland DVIb. RX32.016, 1:32nd Scale Albatros D.V/D.Va – for Wingnut Wings. RRP US$ 9.20 / € 6.60 / £5.50 The last but not the least, the Albatros D.V/D.V.a exhaust. This is not really a new release from ReXx but I used already this beauty on my Alb. D.V that will appear on SAM Publications. Comparing with the exhaust kit, the upgrade is immediately. The fit is not as good as the kit part but with some care, it´s easy to get it in place. The exhaust is extremely fragile and all hollow with real looking. You just can work with this by using a real flame to get it burn, but be careful, its get really hot in just a few seconds. The effect is great and real! Atenttion, do not touch with your bare hands on the exhaust as your fingers will leave your fingerprint, so work with gloves. Conclusion Longtime ago, there was a brand called “Moskit” that have some exhauts that would be similar to these ones. I say “similar” has I never had any Moskit exhaust in my hand. I don’t know if ReXx and Moskit are “related” any how too. Returning to our ReXx exhaust, what can I say? Grat looking rust/platina look will save you from painting and you just can weather it more with pigments or natural fire! Or you just can put it on the model!! Its will look like the real thing! Totally hollow and very thin, these REXx sets are worth every single penny as they are very realist and will be a total plus to your model, at least a Wingnut Wing Model.! By the way I also love ReXx Logo! VERY HIGHLY recommended. Francisco Guedes My truly thanks to Oleg from ReXx models for these review samples. To order theses beauties, just go and email Oleg at osrexxxx768@gmail.com or via facebook: REXx scale model accessories
  5. Building the Wingnut Wings HALBERSTADT CL.II By Ray Rimmel WWI Modelling Special n.º 9 Available at http://www.windsockdatafilespecials.co.uk/ Now we are reviewing the latest issue of the series The "Building the Wingnut Wings"" series by Ray Rimell, owner of Windsock. And this one is about one of my favourite WWI aircraft: Halberstadt CL.II. This title is in the same editorial and design line as all others so you get lots of details and explicit text of how to do it all step of the build, accompanied with construction pics (which I would like that would be bigger) and some very nice detail shots of the real aircraft. So let`s see what this book has to give us. This title also has along 52 pages, divided in 6 parts: Part I –Halberstadts Unboxed; Part II – Building the Halberstadts CL.II Part III – Halberstadt Archiv Part IV –A “Hawa” Postscript Part V - After market acessories Part VI – Appendices and references The Part I is an inbox review with pictures of the model sprues and description of all the sprue parts, and decals quality and options of both releases, early and late type. All in all with nice narrative. Ending this part, you got a beautiful drawing of the cooling. The Part II, Ray described all the construction starting as usual with the cockpit, leaving any detail behind doing a little interior scratch build. Also some pictures of the real thing and drawings. The engine building is great, with Ray extradetailing it with Taurus goodies. The wings have a good and long explanation text and how to work the decals. At the centre page, a lovely Ronny Bar profile of the Halberstadt CL. II (Early) nr. 6, Royal Bavarian Schsta 23b, crew unknow, Quievy, March 1918. On part 3, the archive pictures. The all book is gorgeous but I have particulary fun reading and seeing the pictures on this chapter. It’s a true joy! Ending the part 3, non-less than EIGHT fantastic Ronny Bar profiles. Part IV – A “Hawa” postscript The chapter is top noch but not from Halberstasdt but a complementary information about the Hannover. New pictures from Knut Erik Hagen, currently display at the Nork Museum in Oslo and pictures of the only surviving example of WWI Hannover design. Of course Ray gives us a complete walkaround and these references are essentials to anyone who wants to build a Hannover. Part IV have some information of available aftermarkets and part V, book and articles references. CONCLUSION: Love it!! Halberstadt is one of my favorite WWI aircraft and I have both model kits from Wingnut Wings so reading this fantastic book was a true pleasure. And this one have a bonus to all Hannover bonus which is quite good but odd. Beside the modelling part that is impeccable and show us a great modeler working and teaching his own techniques, I found that the historical references with original pictures alongside the Ronny Bar profiles, alone worth to get this book. Review copy compliments of Ray Rimell at Albatros Productions.
  6. 1:32 Hannover Cl.II ‘Early’ Wingnut Wings Catalogue # 32079 Available from Wingnut Wings for $129.00, plus postage. The Hannover Cl.II was a two-man escort fighter, built by Hannoversche Waggonfabrik, and entering service in 1917. The Cl.II was a fast and lightweight aircraft which was more than capable of matching the manoeuvrability of some RFC fighters, given the right combat conditions. The machine itself had a lightweight construction, skinned by a very thin layer of plywood veneer, typically less than 2mm thick. The 'L' in 'Cl' stands for leicht, or 'light', in direct translation. The fuselage of the Cl.II was quite deep in comparison to other machines of the time, but the crew positions were such that the low-profile position of the upper wing gave a good, unobstructed field of view for the crew, as did the shorter span, biplane arrangement tail plane. The Hannover Cl.II was powered by a 180hp Argus As.III inline engine. This was the same engine employed for use with other two seat aircraft, such as the Rumpler C.VII, Albatros C.VI and single crew types like the Roland D.II and D.III. The kit Wingnut Wings’ original Hannover Cl.II release was a whole seven years ago now, and it’s been sold out for almost four years. Doubtless, this new incarnation will sate many a modeller’s appetite as the kit was obviously very popular when available. There are only a few changes with this ‘Early’ Cl.II release though, which we’ll look at in this article. The sprues and PE are exactly the same as the initial release. This pack, due to the size of this two-seat machine, is a little larger than the regular fighter kits, and more akin to the size of the Rumpler and LVG box. Another atmospheric and beautiful Steve Anderson artwork of a Hannover in combat with an SE.5a is edged with a metallic foil trim, whilst the box edges depict the other schemes available in this kitset. We'll take a look at those later in this article. Inside the box, TEN sprues of light grey styrene and ONE sprue of clear styrene are separately packaged, along with a wallet containing a thick instruction manual, and a sleeve with no less than THREE large decal sheets and an accompanying etch fret with sixteen metal parts. The actual kit plastic parts-count, according to my literature, is 261 parts. There are a number of optional parts and also some accessories for you diorama fans too, spread over two sprues, but again, we'll come onto that later. Sprue A On this sprue, you'll find a large number of key parts for both the pilot and gunner offices, in terms of seats, bulkheads, main cockpit tub, with a separate rear floor and camera port door, forward Spandau MG ammunition bin, rudder pedals and control column with throttle. The cockpit in this two-seater is certainly a busy affair, and Wingnut Wings have captured every single element in superbly intricate detail. If a detailed pilot's office is at the top of your agenda, then this release certainly doesn't disappoint. The rear gunner's position is no less well-appointed with a number of parts on this sprue, such as a sidewall framework which holds the wireless set generator handle, and photographic plates storage box. The Telefunken Type D Wireless and downward facing camera are part of the German Accessories sprue G, as is the plates storage box. The interior of the Hannover Cl.II is a little different in comparison to many of the other aircraft of the time, with the ammunition bin being able to be directly accessed via the cockpit forward instrument bulkhead, via an access hatch which can be posed either in an open or closed position. The rather unusual open-back framework chair is superbly moulded and detailed, with a separate upholstered cushion with a hollow centre. The forward instrument bulkhead has the ammunition rounds moulded into position in the hatch area, and the other detail on the front of this panel is both sharp and filigree. There isn't much in the way of instrument detail on this panel, with a number of instruments being remotely located in other pit areas. Instruments themselves are supplied as decals. The rear of the panel has a little wiring detail. There are two foot recesses at the bottom of this panel, to which foot guard/shrouds are attached. The pedals sit within these shrouds. The cockpit is also supplemented by a number of photo etch parts, including full seatbelts, and a couple of 'W' shaped brackets which I can't identify. There is more than the cockpit represented on this sprue, with the main 'V' undercarriage struts and horizontal axle being present, as well as one of the alternative pairs of upper wing ailerons, and both the upper and lower horizontal stabilisers which form the biplane style tail-plane which gave the gunner such an excellent field of view. The lower stabiliser has separate elevators, but the upper elevator is moulded in situ. I can't understand the reasoning behind that, but if you wish to pose it, a few swipes with a blade will mean that this thin flying surface will bend into the position you want. Fabric and rib tape/cap strips are beautifully recreated, whilst the lower tail-plane is simply smooth to replicate the ply skinned surfaces. The engine bay oil tank can be found here also. Two types of radiator are supplied. These are the Teves & Braun and Daimler-Mercedes types. You will need to choose early in construction just which scheme you are going to go with, as there are a small number of important and fundamental changes. Sprue B This sprue contains the entire suite of both upper and lower wing panels, moulded as four individual parts. The lower, narrower chord wing has no ailerons, with only the upper wing having control surfaces. The hollow shape of the undersides is superbly created, with the lower wing having a scalloped trailing edge which is formed when the taught fabric of the wing pulls inwards and contracts against the wire-form trailing edge. The moulded effect is subtle. Fabric and rib detail is exquisite with the strut holes being individually shaped to help the builder with strut orientation. Rigging point holes are also clean and provide excellent location points for either bare rig cord or your own choice of turnbuckles. The four inter-wing struts are also moulded here. The connection points look fairly fragile, so some care will be needed in assembly. I'm probably being too cautious here. Sprue C Oddly, the clear sprue isn't placed as the last in the set, and instead only the third sprue. Containing the windscreen and camera lens, this sprue is perfectly moulded, with excellent clarity. Sprue D (X2) Two of these sprues are provided, and they hold not only the beautifully detailed tyres, with a fantastically neat 'CONTINENTAL' logo, but also the separate inner and outer hubs, with laced access ports for the air valve. Numerous other very small parts are to be found here, such as the Fliegermaus bomb and flare rack (and individual flares!), tail-plane struts and louvre vents which install to the underside exterior of the nose. Sprue E Making another appearance for Wingnut Wings is this sprue for the Argus As.III engine, complete with Neindorf, Reschke and Germania airscrews. All three can be used for the various schemes provided within this kit. Two starboard cylinder head parts are provided. One of these has the cylinder pushrods integrally moulded, whilst the other allows the modeller to choose their own pushrod solution, such as rigid wire. The part with the rods moulded looks a little clunky as the void between the rod and cylinder is filled in, creating a web. Still, I can understand and applaud WNW's rationale in supplying this part for modellers who don't feel comfortable in adding their own fiddly parts. The instructions actually show the part with no rods as not being used. The engines associated plumbing is to be found here too, again, all superbly moulded and requiring little to no clean up on these shapes which are fairly complex to tool for injection moulding. Sprue F The classic lines of the Hannover Cl.II are to be found here in the shape of that feat of aero-engineering, the ply-moulded fuselage. Provided in the classical 'halves' style, both cockpit and gunners positions have their coamings integrally moulded, unlike the WNW LVG C.VI kit. Despite the smoothness of the exterior fuselage, there are a number of moulded foot stirrups and hinged access ports to put some life into an otherwise plain exterior. Louvered ports are moulded into both port and starboard engine areas, with the larger port louvers being 'open'. Cable rig holes for the rudder are superbly created and just need a micro drill to open out the end a little further. Inside the cockpit, ejector pins have been thoughtfully placed away from the visible detail areas, with the exception of a couple in the engine bays. These are shallow and should remove fairly easily. The ones within the crew position look to coincide with the placement of equipment. Crew area detail is excellent, with integral framework, plumbing and con-rod detail. The engine bay also has internal access port detail. The Hannover's upper wing centre section, being relatively thick in section, is provided as upper and lower halves, with tab inserts into which the wings slide. Radiator detail is separately moulded, and moulded onto Sprue A, as previously mentioned. The various louvered cowls look superb with the open louvers, but a couple of awkwardly placed ejector pin marks exist within. Luckily, these are very shallow and should rub away with ease. Other parts to be found here are two types of immediate nose cowl and also both cabane struts, moulded are single parts, and with positive location points. Sprue G-1 This generic sprue concerns itself with the Parabellum machine gun, and the sprue is sub-labelled as such. A variety of Parabellum exist here, but there are a small number of parts, including some MG themselves, which aren't for use with this release. Various styles of ammunition drum and feed are to be found here, again, with a small number of these being applicable to other releases, and not the Hannover Cl.II. Moulding is excellent, with only the faintest trace of flash to be seen, if you look closely enough. Again, options are given to build your model with a 'simple detail' Parabellum, with a moulded air-cooled jacket, or you can opt to use the version with just the barrel, and instead fit a jacket made from a rolled piece of photo etch, included in the kit. A handy plastic rod with the correct diameter is included for you to roll the jacket around. Sprue G-2 This is the first of the so called 'German Accessories' sprues and contains a number of different small munitions such as bombs, grenades, oxygen pouch and stepladders and wheel chocks. Sprue G-3 Although there are four airscrews on this sprue, none of them are for use in this kit, but would still look great on a diorama, for spares. This sprue is actually quite a mishmash of various parts such as flare racks, larger workshop ladders, gunner MG ring, various radio sets, pistols, flare pistols, various aero-camera types, pigeon carrier, first aid kit, baragraph, and even a little teddy-bear! A wing anemometer and undercarriage-mounted generator for the wireless sets and pilots heated suit is also included, and to be used with this release. Photo Etch This small 16-part fret contains the Parabellum jackets, radiator shutter, seatbelts, various MG reticules and also the brackets I mentioned earlier for the gunner compartment. Finish is bare brass, and production is excellent, with small tags holding everything in place. Please remember to anneal the various parts which need to be sculpted and rolled. The seatbelts are quite superb, with stacks of etched detail, such as buckles, stitching, reinforcement rings and connection points. Instructions I suppose it's a cliché to say that Wingnut Wings manuals are exquisite, and despite hating clichés, I have to say that it really is a fantastic production in its own right! This glossy, full-colour, 30-page production is printed in A4 portrait format with cleverly rendered and coloured CAD images which make use of colour for both actual representation of the interior, and also in shade form to illustrate parts location. Rigging drawings are included for both the interior and exterior, which thankfully for the Hannover, aren't very complicated. A few cross-tail braces and some control cabling supplements the minimal wing and undercarriage brace wires. Again, throughout the manual, a number of period images are used to illustrate the Hannover Cl.II, in both general imagery and also in some detail, such as for avionics etc. Paint references are given throughout the manual for all painting, and Wingnut Wings provides codes for Tamiya, Humbrol and Misterkit paint types. The FIVE schemes provided in this kit are provided in profile format by the amazingly talented Ronny Bar, with historical and colour notes given for each machine, as well as historic photographs. Decal placement locations are clearly given, and there are a LOT of decals. Let's take a look at those now. Decals THREE decal sheets are provided with this release, all printed by Cartograf. Having built Wingnut Wings kits before, I know their decal specifications work well with decal setting solutions, such as the aggressive Mr Mark Softer & Setter that I choose to use. The decals are thinly printed and with the most superb colour representation. Carrier film is minimal and all printing is in perfect register. One decal sheet contains all of the national markings, stencils, instrument decals, and all of the various personal machine markings. Markings, such as the main wing crosses contain holes where the rigging wires etc protrude, aiding placement perfectly. Centre section lozenge is also supplied on this sheet for upper and lower surfaces. The remaining two sheets contain the various flying surface lozenge panels, with pre-printed rip tapes. Arrows on the sheet aid the modeller with the direction in which to lay the various panels. Some test-section blocks are also given so the modeller may use them to touch up any part they may damage or need to hide. This is a nice addition. The five schemes provided are: Hannover Cl.II 9276/17, 'White 5', H. Bronner, Royal Bavarian Schusta 27b, late 1917 – early 1918 Hannover Cl.II 9280/17 “Comet”, Grönhagen? & J Gfrör, FA (A) 282, November 1917 Hannover Cl.II 9301/17 “White 4”, J Missfelder, Royal Prussian Schusta 12, March 1918 Hannover Cl.II 9398/17 “2”, JKH Müller & A Zitzelsberger, Royal Bavarian Schusta 24b, March 1918 Hannover Cl.II (Rol) 622/18 “White 2”, Bayerische-Fliegerschule 5, mid to late 1918 Conclusion The moulding and detail in this kit is every bit as good as previous Wingnut Wings releases, with minimal and negligible flash, mostly unobtrusive ejector pin marks, no sink marks and nigh-on invisible seams. There really is nothing to quibble about with respect the styrene. As far as WW1 goes, this is still a reasonably leftfield subject and unusual in respect of the two wing tailplane that it sports. Schemes are very similar to the original release, and where there is fuselage lozenge (on most schemes), you will need to find a way of masking this and applying it yourself. I know that some mask companies produce lozenge mask, so that could be worth a shot. If you also tend to shy away from WW1 due to rigging, then this could well be a model to ease you into it as it’s relatively easy, plus there’s no control cables to install within the cockpit. Very highly recommended. My sincere thanks to Wingnut Wings for the review sample. To purchase directly, click THIS link.
  7. I've been home for a couple weeks now after my triple bypass surgery. Last week I made it back to the bench but I've been finding it a bit of a struggle to stay focused. Part of that is I'm easily tired which is not what I expected. Everyone says it's normal after major surgery but I've no reference so it's kind of new to me. Which is a good thing I guess. Anyways I started working on a resin Zero kit I have. I thought it wouldn't be too bad. The parts count was low and it seemed simple enough. I ran afoul of trying to do the chipping needed for the finish and having to use wire to peg the individual fingers. Setting that aside, I started on a Hasegawa 1/32 Stuka G2. The problem I ran into there was I have too much AM and it was dragging me down. I started working on fitting bits but trying to make all these bits fit was too much. Maybe down the road... So that led me to this kit. There's a couple reasons for this choice. 1- It has almost no rigging 2- I don't have any AM for it so it'll be 100% OOB 3- It should go together (hopefully) without hiccups. Unless they're self induced. 4- It has almost no rigging So here's the box contents. And here's where I've managed to get today. I've painted and started assembling a number of cockpit bits. Painting around the brass fuel tank isn't 100% perfect but I'm happy with it. I know there will probably end up being some faults and possible corner cutting on this build but I'm fine with that. I just want to feel like I'm enjoying things and not getting bogged down. The interior is primarily NMF so I'm just using Matt aluminum for that. I haven't come across any wood that needs to be done so that's an added bonus. A big thanks to Ernie who sent this kit to me last year as part of the Christmas raffle. Carl
  8. 1:32 Gotha UWD Wingnut Wings Catalogue # 32053 Available from Wingnut Wings for $199.00 plus shipping In 1914 the German VPK (Verkehrstechnische Prüfungs Kommission) dictated that three types of tactical role aircraft were to be developed, each in their own class and with their own specifications. Type 1: A two seater, 130hp, for longer flights, carrying a small bomb payload or photographic equipment. Type 2: A light, very maneouverable two seater for short flights. A plane that can take off quick and is armed with self defence weapons. Type 3: The heavy bomber. Like the Gotha G.1. A three seater with at least 200hp. A wingspan that is only limited by what ground transport can handle. Heavy bomb load (450kg) and a speed of at least 120km/h. It should be able to climb 800 meters in 10 minutes and be able to fly for 6 hours. And last but not least: five men should be able to assemble it after transport in 1.5 hours. Fellow LSM reviewer James Hatch already elaborated on the background and history of the Gotha G.1 here. But today we are covering the Gotha UWD. Or: Ursinus Wasser Doppeldecker. The Gotha G.1 was actually born from a design for a civil(!) seaplane. So modifying it back to a seaplane was relatively easy. On 14 April 1915 (only two weeks after the first order of the G.1) the German Navy ordered their first UWD for long range recon and torpedo missions. This machine received marine number 120. It carried two Mercedes D.III engines with each 160hp. It took the Navy a whole year of testing before accepting it for service. It’s said that during one of these tests not three, but six men were carried. After the plane had landed the acceptance engineer saw six men climb out of the aircraft and was amazed. He cried: “Donnerwetter! That is a veritable Trojan Horse!” And for some reason this name stuck to the plane in naval service. This same Gotha UWD was used in a raid on Dover, accompanied by Friedrichshafen FF33, where it arrived at the coast first and dropped 32 bombs (probably 5kg) on the fort, castle and barracks. The Gotha UWD was also the first to return in Zeebrugge, whereas the other FF33’s were slower and attacked by Sopwith Baby seaplanes. The 120 remained in service until 2 October 1916 when it crashed. So, as you may have gathered by now only one operational version of the UWD has seen service. Look at the bright side: this saves you some time pondering what scheme to choose! Building tip When looking at a kit I usually picture it built, in my cabinet. No other with this kit. Imagine a portion of train track, a few flatbeds and this baby sideways on top of it: The kit You might think that this kit is simply the G.1 kit, but without the wheels and with the floats. This is not the case. Sprue A gives you two different sets of ailerons. The UWD uses the larger one, and the Gotha G1 the smalles ones on the sprue. This also explanes why the crosses don’t extend over the ailerons on the UWD. Looks like the Navy requested an alteration in this area, after the crosses were painted on. They requested bigger balanced ailerons instead of the smaller unbalanced versions of the G.1. Sprue B (the wings) is identical for both versions. Sprue C (transparencies) is totally different. The UWD has a lot more windows for observation in the sides of the cockpit/hull, whereas the Gotha G1 only has a windshield for the pilot. Sprue D is totally different as well. These contain the floats. The same goes for sprue G. Some parts (like the engine covers) are on a whole different sprue than in the UWD kit. The photo etch fret is different as well. Three cooling jackets and sights. Where the UWD only carries PE for one LMG 14. The Mercedes D.III sprue is interesting. Designed in 2008, whereas all the other sprues were designed in 2016. This is because the Mercedes sprue is standard. You can put ALL of the props on it directly into your spares box. If you look at the middle disc on the sprue you’ll see: 160/180/200. This indicates in quadrant what parts are used for the 160HP, 180HP or 200HP engine. We will need the 160HP version. Another eye catching difference between the G.1 and the UWD was the probiscus bomb dropping tube. A tube that looks like a goatie under the chin of the cockpit. I dare you to Google ‘proboscis’. It will however give you a clue why they named this tube ‘proboscis’. All of this is actually of no real interest to you I’m sure. All I’m trying to show is that this kit is not just a simple modification of the G1 kit. Compare the sprue overview of the G1 against the UWD: Gotha G1: Gotha UWD: Not a whole lot of reference can be found on the G1 (let alone the UWD for that matter) since they were quite quickly obsolete and replaced by better versions. It kind of makes you wonder why WNW has chosen this subject. My educated guess is that this design paved the way for a number of seaplanes and shows how aviation grew it’s wings. The whole idea of putting the engines as close together and the hull as possible to even out negative dynamic effects… the idea of putting the hull above the engines to achieve better sight and a wider firing angle… it all makes sense in the evolution of things. As a matter of fact: the longer I look at this plane, the more I develop a love for it. A pretty big box: Sprue A: Fuselage, wing mid section, elevators: Leather pilot seat: The inside of the aft fuselage shows some rudimentary detail of cross bracing and framing. This won’t be visible, but it might give the model some strength. I love the half opened storage case: Handheld camera: Smaller unbalanced Gotha G.1 aileron (that we don't use on the Gotha UWD): Looking at the first construction stages, everything looks quite straightforward and typical for WNW kits. I love the attention to detail. From the half folded open storage case, the hand held camera to the creases in the leather pilot chair. The seatbelts are as always offered in PE, but I myself have never used them. I usually (well… always) get some HGW fabric seatbelts. Before closing the cockpit you’ll need to add the 10kg Carbonit bombs. The decals that go on them are simply amazing. The letters are difficult for an ant to read and I had to zoom in my photo to read the text: “Sprengstoff A G Carbonit Something.. bombe J” Sprue B: The wings: Grainy surface texture. A matter of taste? One peace moulded elevator. I prefer these parts to come separately: Sprue C: transparencies. Crystal clear. And much more parts than the Gotha G.1: Sprue D (x2): floats, engine covers and rudders: Note the grain on the engine cover. I would polish this part: Nicely thinned edges on these engine covers: The engines were operated by rods. Parts G33 and G34. These rods come from the wings and protrude through the engine covers. I myself will replace these rods with real copper rod. Just because it looks better than plastic I think. What I really like are the thinned edges of the engine covers. Especially when posing the covers open, this will look pretty convincing. Fixed rudders. Where's my scalpel? Internal strengthening in the floats: Sprue E (x2): Mercedes D.III engine: These are all the parts you'll need: Sprue G: If I had to nitt pick I should say that this is the first WNW kit I’ve seen with a tiny amount of flash. Not much, but enough to mention. You’ll see some around the cockpit combing of my sample. The prop you'll need. All others on the engine sprue can be discarded: The simple way to do the LMG 14. A solid piece: Or take the high road and add a PE cooling jacket and sight: When looking at the armament we get the usual option of using a full plastic LMG 14 with plastic cooling jacket, or you can be ballsy and add the PE jacket with PE gunsight. Ofcourse you’ll go for the latter! Or do like me and replace the gun for the amazing Gaspatch offering, here. The gun mount looks great: Here's the real deal: A tip that was given by Gary Llaxob on the Facebook page: WingNut Wings Fans: on the G.1 there is rigging running through a couple of struts (A17 & A19). These show holes for the rigging to pass through. Please study your rigging guide, because it looks like these holes should also be present on two other struts. I can’t make them out for the UWD just yet, just a word of caution, because adding holes after the struts are installed can be a pain… Forward fuselage: Engine control rods. I will replace mine with copper or brass tubing: Painting schemes As said: only one operational Gotha UWD is recorded so choosing a scheme is something you won’t have to do today. Ray Rimmell drew us a nice colour scheme in Windsock Datafile 83, but I’m glad to see WNW provides a much lighter version in their manual. A dark varnished plywood nose in high contrast with pale metal struts, engines and opaque linen. Decals: Amazing detail here: A cool detail on the decal sheet are the leather protecting patches around the control wire openings on the wings: Instructions: Unparalleled: Conclusion Unexpected. Eye catching. Exotic. Daring. All words that come to mind when looking at this release. Judging from the date on the sprues a kit that has been in development for a few years (2016). Makes you wonder why a subject like the HP 0/400 recieves a pre-announcement a year in advance and this kit just suddenly ‘pops up’. But here it is. Big, ungainly and very well researched. Richard Alexander’s last few lines of the introduction text in the manual concern WnW’s choices when it comes to colour research. Richard is sure not everyone will share their opinion. This only shows how much debate arises when interpreting scarce black and white photographic reference. If you love multi engine WW1 subjects and floats, this should rock your boat. With only one scheme to ‘choose’ from, we’ll see little variation in online and show builds. What I personally don’t love about Wingnut Wings kits (and modern Revell kits for that matter) is the matted surface on the wings. A simulation of fabric perhaps, but I rather control my own grain in the surface finish with my paints. Gives me more control. It might also be just the way WnW loves to tackle surfaces, since it’s also on the engine cover. I also would have rather seen the rudders and elevator offered as separate parts. Yes you can cut them loose, but this can be tricky with the hinges. Take care during rigging and check what cable runs through what strut and check whether the holes are present. Other than that, this kit is sublime. As it should be, since it’s Wingnut Wings themselves that have raised the bar over the last years. Our sincere thanks to Wingnut Wings for this review sample. Jeroen Peters
  9. 1:32 Gotha G.1 Wingnut Wings Catalogue # 32045 Available from Wingnut Wings for $199.00 plus shipping The Gotha G.I was a heavy bomber used by the Luftstreitkräfte (Imperial German Air Service) during World War I. In mid-1914, Oskar Ursinus, the founder and editor of the German flying magazine Flugsport, began designing a large twin-engine seaplane of unconventional configuration. While most biplane designs have the fuselage attached to the lower wing, Ursinus had a snub-nosed fuselage attached to the upper wing, and twin engine nacelles mounted on the lower one. Apart from the aerodynamic benefits claimed by Ursinus, the aircraft's unorthodox layout provided excellent views for the three crewmen and broad fields of fire for the gunner. The design also matched the specifications that the Idflieg had issued in March that year for a "Type III" large military aircraft, and the construction of a prototype was ordered. The prototype first flew on 30 January. However, the aircraft was difficult to fly, lacking in structural integrity, dangerous to the crew in the event of a crash landing, and underpowered. Despite its shortcomings, it was sent to the Russian front in early 1915. With the design proved under service conditions, the Idflieg issued a contract on 1 April for series production to Gothaer Waggonfabrik AG, which acquired a license from Ursinus, who held the patent to the design. Gothaer chief engineer Hans Burkhard simplified and refined the design, which was originally known as the Gotha-Ursinus-Heeresflugzeug (Gotha Ursinus Army Aircraft), or "GUH," later known as the Gotha G.I or Gotha-Ursinus G.I. The first production aircraft was completed on 27 July 1915. These aircraft were powered by two 150 hp Benz Bz.III engines. Gothaer Waggonfabrik built 18 G.I aircraft in three batches of six before production ceased at the end of the year. The final batch was powered by 160 hp Mercedes D.III engines and featured an extra defensive machine gun and nearly double the armour of previous examples. Photos courtesy of Wingnut Wings A single example of the UWD, or Ursinus-Wasser-Doppeldecker floatplane version of the G.I was also built, ordered by the Navy in April 1915, and delivered in February 1916. It was used operationally until 2 October when it was written off after a hard landing. Today, little is known about the G.Is service history. Idflieg records show only small numbers ever in service on the front at any one time. By the time it reached the front, the Gotha G.I was already an easy target for faster and more manoeuvrable fighters, and the few pilot recollections that have survived are largely unfavourable to the type. The UWD seaplane is known to have participated in a successful air-raid on Dover sometime in 1916, bombing Langton Fort and the Shoulder of Mutton battery, but the exact date is not now known. The kit Well, this was certainly a surprise when announced. I don’t think I could recall a single person who said that a G.1 was going to be available to build in this scale! Not only that, but the Gotha UWD which is quite different in many ways. The latter will soon be reviewed by Jeroen Peters on the Large Scale Modeller forum. I also wasn’t expecting the box to drop through my metaphorical letter box either, so this was definitely a summer surprise. Now I had to beat the hot weather and give this my best. The G.1 was a large aircraft, so it’s no surprise (this time) that WNW needed to use one of their larger sized boxes to fit it all in. Whilst the box isn’t ram-packed full to the brim, some of those sprues are almost the entire footprint of the box. The Steve Anderson artwork depicts two G.1 aircraft (over 10% of their entire production!) being defended from a roving Airco DH2, by a solitary Fokker Eindecker. Steve’s art is always an event with WNW releases, and this beautifully atmospheric image captures the strange and ungainly lines of the G.1, in all its, er, beauty! For WNW, the G.1 and Gotha UWD represent a milestone in their company history. The following text is from their emailshot to customers before kit release: “We are pleased to announce that our 10th anniversary celebration release models, 32045 Gotha G.1 & 32053 Gotha UWD (our 68th and 69th releases) are now available for pre-order from shop.wingnutwings.com with shipping hopefully from late April or early May 2019. Pre-order deposit payment in full with 100% refund available upon request up to 26 April 2019 (NZ time). They should also be available from your regular preferred Wingnut Wings supplier. The extraordinary Gotha G.1 design of 1915 was the first in a line of famous twin engine bombers built by Gotha in the First World War. The high position of the partially armour-plated fuselage offered great visibility and effective fire positions for the gunner(s) but very little protection to the 3-man crew in the event of a nose over crash. The G.1 was initially conceived as a heavily armed fighter but was very quickly re-assigned to bombing duties and began the famous association of Gotha with First World War bombers.” Kit specifics for this particular G.1 release are: 349 high-quality injection moulded plastic parts. 9 photo-etched metal detail parts. 2x Benz 150hp Bz.III engines. 63cm wingspan. 20kg & 50kg Carbonit bombs, optional propellers, LMG 08 ‘Spandau’, LMG 14 ‘Parabellum’ & 2cm Becker cannon armament and mountings. 20kg Carbonit bomb dropping cage or underwing fairing. 28 page fully illustrated instruction manual. High-quality Cartograf decals included for 5 colour schemes Under that large lid, there are EIGHT sprues of grey styrene, all individually wrapped, plus a small fret of PE parts that’s tucked in with the single decal sheet for this release. WNW’s typically beautiful instruction manual completes the ensemble. Sprue A This is one of the two largest sprues in this release, with some serious moulding to be seen. It is also common to the G.1 and UWD versions. WNW has designed the rear fuselage to be separate to the nose section containing the crew. Here we see the rear fuselage in two sections (lower 3-sided section, and upper deck). Externally, detail is sparse, of necessity. There are some lacing details on the lower section, and a cockpit rear fairing section on the upper deck. However, internally we have more details with fuselage formers and what look like to be bracing cable detail. There some ejector pin marks in this area, but I can’t see anyone modelling this so any internal detail will be seen. If you do wish to, removing the marks won’t be too difficult with a fibreglass scratch pen or a small section of plasticard to hide them. Two sets of ailerons are moulded here, but we will only use one of them. The larger, balanced option is for the UWD seaplane version. All other parts on this sprue will be used with this G.1 release. The span of this model has caused WNW to break down the wing into sensible-sized sections, with the lower wing centre section being found here. This is where the two Benz 150hp Bz.III engines will be mounted in their nacelles. Through more necessity, these wing panels are moulded as single pieces due to how thin these wings were, so no upper/lower sections to glue together. This also allows for the superbly-moulded and super-thin wing trailing edges as seen in these photos. A delicately scalloped trailing edge depicts the wire which would have been pulled tight between the ribs due to the doped fabric. Rib detail/cap strips are also nicely represented. Also of note are the plugs in the underside wing-joint areas. These are, of course, designed to fit into the sockets that are moulded to the lower wing panels on Sprue B. There are some forward fuselage and cockpit parts included on this sprue, such as the pilot’s seat and cushion, control column and separate wheel, cockpit floor, internal walls (fuel tank wall, bulkheads etc.), map/document case, commander’s seat, magazines, inner wall frames, engine controls, fuel tank pressurising pump, super-detailed instrument board with rear face detail, etc. Decals are supplied for the individual instruments, as is standard with WNW kits. No crappy raised moulded details to negotiate here. Other parts include the struts which support the forward nose section from the lower wing centre-section, fuel gauge (alternative mounting positions), modified upper wing inner trailing edges, and a tail strut support. Sprue B Another sprue which is common to the G.1 and UWD. The remaining wing panels are moulded here, with the same level of finesse as seen on the lower wing panel with beautifully thin trailing edges. You can see on the lower wing panels the sockets which allow these to fit to the lower section, and the angle of the tab which creates that characteristic appearance of the G.1. With the upper wing panels, you can of course see the separate aileron provision, but also how the inboard trailing edge is separate, to accommodate the initial design and the modified version which allowed for better downward vision for the crew. WNW have provided the stabiliser as a single part, incorporating the elevator. I know some modellers would want to give the elevators some deflection, as can be seen in a few of the period images within the manual. With some care, I don’t think that would be too difficult. Sprue C This clear sprue has just one single part, and that’s the windscreen. Only one machine has this fitted, and you’ll need to open up a small hole to fit this part. Part clarity is excellent as always. To further protect this part, the sprue is also wrapped in an adhesive film that only tacks to the plastic. Sprue D (x2) We have our first sprue, or two of, which is specific to the G.1 release. There are many parts here that relate to the engine mounting and other engine errata, such as the radiators (single and paired core options) and their own mounts. Of note are the options for the forward nacelle cowls. One of these is specific to the very early machine on Scheme A. As this model also sits on wheels and not floats, this is where you will find some undercarriage parts, such as the wheels with their separate outward hubs. Other parts include the interplane struts, machine guns, tail plane struts and control horns, dual fin/rudder, Carbonit bombs and racks, two-part bomb dropping cage, and also some ground equipment too in the shape of the tail skid trestle. Sprue E (x2) Of these two sprues, only half of them will be used, and those are the engine parts (the gun rings, propellers etc aren’t used on the G.1). As with all WNW kits, the engines themselves are little works of art, being highly detailed and really calling out for the very best of the modeller’s skill to bring them to life. Cylinders are moulded separate to the crankcase, with separate magnetos, water pump, oil filter, intake manifold and rocker arms/springs completing the ensemble. Sprue F Our last sprue is also specific to this G.1 release, and again is another full box size moulding. A number of cockpit-related parts are moulded here, including the fuselage floor, bomb cage hatch, commander’s instrument board and document shelf, optional racks for internal 20kg Carbonit bombs. Parts for the G.1-specific forward fuselage are also moulded here, including the side panels, coaming, optional cupola etc. To fit the latter, you will need to modify the standard part, carefully. Two propeller options are included here (Integral and Reschke), and you’ll also find the parts for the engine nacelle bodies. An option to mount Carbonit bombs externally is also included, and these were mounted within a fairing, moulded here. Other parts include more undercarriage struts, pulpit gun ring, engine control rods, cooling water pipes, tail skid, 2cm Becker cannon. Photo Etch Parts are included here for the pilot lap belts and there are options for the neater and more realistic cooling jackets for the machine guns, plus their reticules. A name plate for the display base of your model, is also included. Decals The schemes for thee G.1 are very similar in many respects, and all five schemes are included on this single Cartograf-printed sheet. Crosses are supplied for the upper and lower sides of both wings, and scheme-dependent crosses for the fuselage, and of course the specific serials. Stencils and instrument decals are supplied. Printing is excellent, being nice and thin with minimal carrier film and a nice glossy finish. Colours are also solid. The five schemes supplied are: Gotha G.1 10/15, Fliegerersatz Abteilung 7 Sonderstaffel S.1, 1915 Gotha G.1 11/15, Fliegerersatz Abteilung 7 Sonderstaffel S.1, 1915 & 1916 Gotha G.1 13/15, Feld Fliegerabteilung 37, 1915 Gotha G.1 41/15, Kagohl 1, 1915 Gotha G.1 42/15 “Feodora”, Fliegerersatz Abteilung 3?, 1916 Instructions WNW’s instruction manuals are always an event, with their shaded assembly illustrations which clearly depict newly added parts, and colour illustrations designed to give the modeller an idea of what the finished and painted assemblies should look like. Annotation is clear and easy to follow, with paint codes supplied for Tamiya and Humbrol colours. FS codes are also supplied. Period images are also supplied showing details and whole airframes. One note here is that it’s clear from the rigging illustration that this model is veryinvolved in that area. It’s actually suggested you dispense with turnbuckles on this and simply do dot-to-dotrig with elastic cord. The last pages of this 28-page manual are given over to Ronny Bar’s excellent profile work and contain some history of the machine, as well as colour call-outs and clear decal position information. Conclusion A very unexpected surprise, but a very welcome one! When you consider the G.IV they released, it does make sense to visit thee subject that got them into bomber production. This large model is certainly odd to look at and it’s hardly surprising that only 20 were built, but it is an important subject, and one that WNW have managed to make very attractive with the sheer detail levels they’ve included. With a 63cm wingspan, this is no shrinking violet either, so you’ll need some space to display it, but should you give it a go, then you really won’t be disappointed. Totally stunning! Now, as WNW like esoteric and will venture outside their comfort zone, I’d like to ask where my Pou du Ciel is! My sincere thanks to Wingnut Wings for the review sample seen in this article. To purchase directly, click the link at the top of this article.
  10. Fran

    Shizouka 2019!!

    Some WnW news from Shizouka!! Here’s some intel directly from Beaver stand!! The 0/400 box art and a new Pup coming!! A Sopwith Pup "Gnome"!
  11. Building the Wingnut Wings Dolphin & PFALZ D.IIIa By Ray Rimell The "Building the Wingnut Wings" series is already a mark and a most to all WnW models. There were several titles already and all of them were and are a reference in the way you can build a WnW like a master modeler. This title is in the same editorial and design line as all others so you get lots of details and explicit text of how to do it all step of the build, accompanied with construction pics (which I would like that would be bigger) and some very nice detail shots of the real aircraft taken from various museum type, restorations/rebuilds/new builds. So, along 60 pages, Ray brings us five sections: Inside the Box Building the Sopwith Dolphin 5F,1 Dolphin Building the Pfalz D.IIIA Aftermarket Accessories and Decals Appendices Being the new model the largest portion is dedicated to the Dolphin build, covering 43 pages in total. The other 17 pages are for the Pfalz D.IIIA, with the same structure: good self-explanation WIP pictures and excellent shots details of the Pfalz. So along Dolphin and Pfalz builds, very helpful close-up pics (excellent photos) are given alongside the construction. So when the author is tackling the cockpit, along with the text, constructions images, you got also real aircraft close-up pictures of the cockpit. And the same is made with all other segments, like the engine, wings, rigging etc. Also, some beautiful Ronny Bar profiles illustrate this volume which is the numerous excellent color profiles, 11 in total (7 Dolphin and 4 Pfalz). On page 59, in a closing note, a well-deserved tribute is made to Des Delatorre, who recently got wings to fly into blue skies. A fantastic recognition to whom made so many for WWI modeling CONCLUSION: The title is not a surprise for any WWI aviation modeler, and the quality still up high as we already are used to from Ray Rimmel and Albatros Publication. The text, with the close up pictures along with the model constructions pics is all you need to take your Dolphin and Pfalz to another level. On top of that, the Ronny Bar profiles are always welcome and this title “only” gives you 11 of them. So, once again, another must have to all WWI modeler aviation, especially for any Wingnutter. Review copy compliments of Ray Rimell at Albatros Publication.
  12. 1:32 ‘The Duellists’ – Halberstadt Cl.II & RE.8 “Harry Tate” Wingnut Wings Catalogue # 32804 Available from Wingnut Wings for $229USD, plus postage The Halberstadt Cl.II was a highly successful lightweight German two-seat escort fighter and ground attack aircraft that entered service in July 1917. It was initially tasked with escorting traditional two-seat C type reconnaissance and artillery spotting aircraft up until March 1918 when they transitioned to infantry support. The RE.8 was designed as a two-seat reconnaissance aircraft and entered service with the RFC in late 1916 and remained in use until after the Armistice. Aircrew gave it the affectionate nickname ‘Harry Tate’, RE.8 rhyming well with the popular Scottish music hall comedian’s name and, possibly, because of its similarly comic appearance. In the hands of confident and aggressive aircrews the RE.8 was capable of putting up a fight almost as well as the great Bristol Fighter. Late in the morning of 9 June 1918 the crew of RE.8 D4689 “P” from 3 Squadron Royal Australian Flying Corps encountered late production Halberstadt Cl.II 15342/17 “III” from Royal Prussian Schlasta 13 over the Somme battlefield... The kit This is the fourth ‘Duellist’ release from Wingnut Wings, and of course, featuring two more protagonists that met in combat on the same day in history. You’ll notice with this release that WNW have simultaneously released their brand new Halberstadt Cl.II as a part of this package, but alongside the currently out-of-production RE.8 “Harry Tate” kit. I know that the latter kit is very much lamented since it became unavailable some 5 years ago, so for that reason alone, this new kitset will become a very attractive purchase. The box for this is large. Whilst the same depth as either the Halberstadt and RE.8 boxes, it has twice the footprint of either, due to the nature of the release. Steve Anderson’s very attractive and evocative artwork adorns this large lid, showing the rear gunners of these two aircraft opening fire on each other above the fields of the Western Front. Being a Duellist release, there is only one scheme available for each of the aircraft, and these are depicted on the side of the box. We’ll look at these a little later. Lifting that lid reveals a compartmented interior, with each section being given over to the sprues for one particular aircraft. Whilst all of the sprues for the Halberstadt are all individually bagged, the RE.8 has further packaging with all bagged sprues being packed into a large, clear bag. A single PE fret contains the parts for both machines, and three decal sheets are also provided, with one of them having decals printed for both aircraft, and another being a lozenge sheet which is common to the other Halberstadt releases. A small, additional sheet contains just a handful of decals. In total, this release contains fourteen light grey styrene sprues and two clear ones. The spiel from WNW gives the following statistics: 496 high-quality injection moulded plastic parts for 2 aircraft. Halberstadt Cl.II plastic parts are the same as new model 32062 Halberstadt Cl.II (Late). RE.8 “Harry Tate” plastic parts are the same as 32012 RE.8 “Harry Tate” which sold out in June 2014. 18 photo-etched metal detail parts. Highly detailed 180hp Daimler-Mercedes D.IIIa and 150hp RAF 4a engines. 36 page fully illustrated instruction manual. 2 high quality Cartograf decal sheets including fitted lozenge camouflage and markings for 2 aircraft that met in combat. Halberstadt Cl.II Now, I’m not going to reinvent the wheel here as I only just reviewed the Cl.II (Early) release in this last day or so, and you can find the full suite of photos and that review HERE. However, the Halberstadt in this particular kit is actually the LATE version, so there is a slight difference in supplied sprues. This LATE version doesn’t have Sprue F of the previous review, but instead has a new Sprue G, and that is the one we’ll be looking at here. Everything else remains the same, with the exception of a few parts from the common sprues which aren’t to be used here. Sprue G Like the Sprue F of the EARLY kit, this also contains parts which are not too dissimilar, such as cowl parts and guns. However, we also have many parts which further set this one apart. Here you will find the standard/late production instrument board, magazine and empty belt container, grease pump, gun rings (not used), magneto fairing, radiator header tank and bracket, late aileron control rods, and late radiator shutter etc. Apart from those gun rings, everything else on here is for use with this release. RE.8 “Harry Tate” Out of all the sprues in this set, the RE.8 is the one with most plastic real-estate, so to speak, with 10 sprues in total. It’s hard to believe that this particular part of the package is now 9yrs old, but of course, such are the standards with these kits, that the plastic quality and detail could make it look as if it was released only recently. Sprue A This sprue mainly, but not exclusively, deals with the multitude of cockpit parts for Harry Tate. The largest and most obvious are the cockpit sidewalls. As with numerous parts on this kit, you’ll note little tags that need to be removed here and there. This is designed to keep ejector pin marks away from delicate details and is an elegant solution that the frustration that those marks usually incur. Rifling through the cockpit parts here, you’ll notice the firewall, ammunition drums, 6-gallon oil tank, foot boards, rudder bar, flare case, instrument board with integral frame, RL tube, flare pistol, control column assembly, wireless accumulator, passenger seat, wicker pilot seat, 37 ½ gallon fuel tank, camera, etc. We aren’t solely limited to cockpit parts, with the two exhaust manifolds moulded here. Note the end of these has a separate part, creating the hollow appearance required. Sprue B A number of parts on here aren’t to be used, such as various permutations of lower engine cowl, optional set of undercarriage v-struts and some cowl parts. The one to be used has a series of holes at its rear, and it’s suggested that these be drilled out for more realism. What will be used is that gorgeous 4-blade airscrew, engine bearer frames, centre plane struts, interplane struts, and upper cowl parts. The parts map doesn’t show part B7 as shaded out. This is an alternative undercarriage spreader bar and NOT to be used with this release! Sprue C This large, clear sprue has a number of parts on it, including some upper wing centre section parts, but there are only TWO parts that will be used, and these are the forward windshield and a lens for a camera. Clarity is excellent, as can be seen on the unused wing parts. Sprue D (x2) Where duplicate parts are to be used, WNW usually splits these across two identical sprues, such as this. Here we have the wheels and separate outer hub, elevators, wing struts, alternative engine cylinder parts, king post struts, pulleys, Brown & Barlow carburettor, control horns etc. Sprue E The Royal Aircraft Factory RAF 4a air-cooled V12 engine is a project in itself, and this sprue is dedicated to building the engine which slightly underpowered this beautiful aircraft. Sprue F A large sprue, this moulding contains both fuselage halves and the outboard, upper wing panels. The RE.8 had a fabric covered fuselage, and this is superbly recreated in plastic, with lacing details along the sides of the fuselage, and also where the fabric has wrinkled under tension at specific points, much like they recreated on their SE.5a kits. Of course, the engine cowls are separate items. Internally, there isn’t anything to really see as the detail is provided with the cockpit tub installation. When it comes to the wings, these guys know how to render that specific fabric and rib appearance, as you can see here. Notice also the shorter leading-edge ribs between the main ribs. It can be hard to get the camera lighting right for this, but you can see it in these photos. Wing strut location points are also shaped, making strut orientation a cinch. Holes also exist for rigging, but you might want to just use a small drill bit to deepen them slightly. Be careful if you do as these wings are moulded as single-piece items and not upper and lower panels. They are also reasonably thin. Ailerons are moulded separately too. Sprue G The lower wing of the RE.8 is a much shorter span than the upper, but here you can see the lower wing moulded as a full-span item, with fuselage centre section. Even with the shorter span, it’s still quite large. This is again moulded sans ailerons, with are included on this sprue, along with the upper wing ailerons. All surface details are commensurate with what we saw on the upper wing panels just now. Also included here are the wing centre section parts, rudder and two fin options, although only one of the latter is destined for use. Sprue R (x2) This sprue is also labelled as ‘R.F.C. Armaments’and contains a variety of parts that are common to other releases too. That being, most of this sprue will not be used on this kit, with only the scarff ring, ammunition and bomb carrier parts to be used. Photo Etch I don’t know why WNW chooses to manufacture a joint PE sheet instead of just using the original release ones, but it certainly shows some attention to detail for what is essentially a new release. Here you will find lap belts, MG jacket for the high detail version of the Spandau LMG, Vickers gun cocking handle and parts, Lewis gun ratchet mount for scarff ring, and rudder cable grommets. Two plates are also included for displaying your finished models. As per usual, production quality is first rate, with just small tags holding the parts in position. Decals As with the PE, despite there being two separate models in this release, the decals are on a shared sheet. The top half of this first sheet concerns the RE.8 and contains decals for almost the entire model, such as the national markings, serials, cockpit instruments and some stencils. National markings are split into sections where they overlap from wing to aileron etc. making application far easier to handle. The lower section of this sheet contains all national markings, stencils, instruments etc. for the Halberstadt Cl.II, again with national markings that are split to cater to ailerons, rudder etc. You will also see how these have been printed to portray the change from the old-style cross to the straight-sided later cross, including the painted-out portions. Some of these also have indicators pointing to orientation. A small supplementary sheet contains a few decals for the RE.8 Lastly, a large sheet contains all of the large lozenge panels required to cover the upper and lower wings, ailerons, fin/rudder, stabiliser and elevator, plus the wheel hubs. Everything is printed with rib tape strips in place. All printing is of high quality with solid and authentic colour, nice thinly printed inks, and perfect registration. Carrier film is also minimal. The two schemes in this release are: Halberstadt Cl.II 15342/17 “III”, Kuesler & Müllenbach, Royal Prussian Schlasta 13, 9 June 1918. RE.8 “Harry Tate” D4689 “P”, RC Armstrong & FJ Mart, 3 Squadron Australian Flying Corps, 9 June 1918. Instructions The manual for this release is a hefty 36-page effort, in WNW’s usual, sumptuous style. Starting with some info on each type on the front page, we are then presented with a paint reference guide which has codes for Tamiya and Humbrol Paints, plus FS codes. The following two pages have the sprues, decals, PE map for each kit. Any parts not to be used are shaded out, making reference a lot easier from the outset. Construction then begins with the Halberstadt Cl.II, taking over a total of 12 construction sequences that also contain numerous other stages. A rigging diagram and Ronny Bar profile is then supplied to help you complete your model. The RE.8 construction begins next, and takes up almost the remainder of the manual, in the same style as the Halberstadt. Interspersed amongst the assembly illustrations are also full colour graphics which depict painted sub-assemblies, plus some nice period imagery for reference. Decal placement illustrations are simple to follow, and painting references are supplied throughout construction. Conclusion As I said earlier, it’s great to see the RE.8 making another outing. I suspect it’s only a few eBay scalpers that won’t be too enthused! Both models are superbly detailed and will provide countless hours of pure modelling pleasure. Add to that the historical element of these particular machines, and you know you really are recreating an actual snapshot of aviation history, gone forever except for the old records and photos that are now there for us to see. I really would go and treat yourself to this one before it too becomes hard to find! My sincere thanks to Wingnut Wings for the review sample seen here. To purchase directly, click the link at the top of this article.
  13. 1:32 Halberstadt Cl.II (Early) Wingnut Wings Catalogue # 32049 Available from Wingnut Wings for $129USD plus postage The Halberstadt Cl.II was a highly successful escort fighter and infantry support aircraft that entered German service from late July 1917. It was very well regarded for its good visibility, climb rate, manoeuvrability, stability and ease of internal communication afforded by the close nature of the pilot and gunner. Early production aircraft had the main gun mounted to the left of the engine while late production aircraft had it mounted to the right. Halberstadt Cl.II were initially tasked with escorting traditional two-seat reconnaissance and artillery spotting aircraft, often being assigned to a specialised Schutzstaffel (Protection Squadron) which were renamed Schlachtstaffel (Battle Squadron) following their transition to infantry support from March 1918 until the Armistice. 193 high-quality injection moulded plastic parts including 14 that are exclusive to early production aircraft. 9 photo-etched metal detail parts. Optional Daimler-Mercedes 160hp D.III, 180hp D.IIIa or 200hp D.IIIaü engines. Optional radio, generator, rudders, propellers and armament. 28 page fully illustrated instruction manual. 2 high-quality Cartograf decal sheets including fitted lozenge and markings for 5 colour schemes. The kit This particular release, along with the Halberstadt Cl.II (Late) and the new Duellist kit, were unleashed onto the model-buying public in the weeks running up to Christmas 2018, as WNW’s usual seasonal model kit launch that we have now become accustomed to. Not only was it good to see a whole new type making it to plastic in the form of the Halberstadt Cl.II, but also the return of the very popular RE.8, along with the Cl.II, in the Duellist. We’ll be looking at the latter double kit within the week. Today though, we’ll peruse the in-box contents of the Halberstadt Cl.II (Early). Steve Anderson’s emotive artwork really sets the mind running here, with a dusk encounter with what appears to be a Camel in head-on view, and another unknown aircraft trailing smoke, somewhere over the war-ravaged Western Front. Of course, the silver gilt edging of the art, along with the same style used for the aircraft name, always gives these kits that special feel of quality to them. On the edge of the box can be seen the Ronny Bar profiles for the FIVE schemes that are offered with this release. Whilst four of these have that spatter/speckle finish that we’ll look at later, for those who feel they can’t achieve this, a simpler yet stunning scheme is also provided which will doubtless be the option you’ll choose. This particular release contains FIVE light grey sprues, and one clear sprue, all individually packaged so avoid damage, plus a single PE fret to complete the parts count. Two decal sheets are included, as well as the beautifully designed instruction manual that we get with each release. As with many WNW kits, you will need to choose which machine you will build from the outset due to a number of changes/options that you will need to initiate from the outset. Let’s get our hands dirty and take a look at the plastic. Sprue A Without doubt, this is the most parts-heavy sprue and one which you will need to take care when it comes to removing a number of these elements due to their fragility or proximity to the sprue itself, via a short sprue gate. A good quality razor saw is what I tend to use for these specific sprues, and I’ve never had a part break yet. Like most sprues in this kit, this one is included in both of the new Halberstadt Cl.II releases (both Early and Late), and there are only three parts not for use with this particular kit. With the exception of the base interior parts, such as the cockpit floor, two-part fuel tank and rear bulkhead etc, pretty much the rest of the interior is represented on this sprue. Parts on this sprue include pretty much everything for the cockpit, such as the crew seats and associated parts, wireless aerial cardboard tube, control column assembly, highly detailed sidewalls, wireless set, wireless aerial reel, fuel tank pressurising pump, rudder pedal bar, forward engine bearers with integral forward fuselage former. Other parts include engine flywheel and generator belt pulley, undercarriage spreader bar, outer wheel hubs, spinner, flare pistol and flare rack options, etc. Sprue B All four wing panels are moulded here, in single pieces, so no upper and lower panels due to the section and thinness of these parts. This means that the trailing edges are superbly thin too. Upper wing panels are moulded without ailerons, and these parts are also included on this sprue. One of the many things that WNW has honed to perfection is the depiction of the rib/fabric details, and this is no exception, with suitable textures and details such as the rib capping strips. Also note the compass position in the lower port wing panel. Some machines had these external to the cockpit so as stop any local interference. Some of the sprue attachment points look a little wide, but they are actually fairly thin. Note also the shaped holes for the wing struts, plus the adjacent rigging holes. I would opt to drill these out a little more if you wish to add something like Gaspatch turnbuckles. This kit contains two rudder options, and the production version one is to be found here, along with the standard and universal fin, also exhibiting the same restrained fabric and rib details. Sprue C We have just two small pieces on this little, clear sprue. One of them is for the dainty and curvy windscreen, and the other for the glass fuel tank sight gauge that’s located on the upper wing centre section. Optically, these are about as clear as you could ever wish for, with superb moulding quality and minimal sprue attachment points. Sprue D The kit’s big-hitter parts are to be found here, such as the fuselage halves etc. Before I look at those, the one part that really draws my attention is the single-piece tailplane. Not only has this been moulded with the stabiliser integral with the elevator, but also the cable attachment horns and the tailskid rear bumper fork. That is a seriously nice and very impressive piece of moulding, right there! The undercarriage v-struts are also moulded here, with the rubber bungee wrap nicely depicted. Here is the upper wing centre section with integrally moulded radiator and fuel tank details. This part is moulded as upper and lower panels, but the lower panel is more of an insert that won’t interfere with the leading or trailing edge details. A Garuda airscrew option is provided on this sprue, accompanying the two further options available on the engine sprue that we’ll look at next. These are moulded with hub details in situ. Here we see the fuselage port side with its cut out for the protruding generator access cover. Of course, we don’t have the typical panel line detail we see on a stressed metal skin, but instead we have access port, strap, nail and foothold details, plus leather trim coaming running around the double open cockpit area. Of note is the separate engine panel details, allowing the modeller to show that engine off in its full glory. Internally, details are limited, but that’s because this is more or less just a covering skin, with the real details being provided by the cockpit tub assembly that locates here. Other parts to be found on this sprue include the cockpit floor, fuel tank, rear cockpit bulkhead, engine cowls. Sprue E E is again for engine, as this frame contains the various generic parts for different versions (160hp and 180/200hp) of the Mercedes D.III/a/aü. Of course, a number of parts here aren't to be used, including two propeller options, electrical generator and drive unit, etc. Pretty much everything else is though. Two crankcase options are included, again depending on which D.III engine you build. A page each within the manual is dedicated to both engine variants. Sprue F This sprue is specific to this release only and won’t be found in the Late version of this kit. It contains the very early rudder option, alternative rear cowl parts, early cockpit instrument board, two options for forward-firing Spandau, radiator water pipe, early radiator shutter. Photo Etch One fret is supplied, containing parts for the detail versions of the Spandau/Parabellum guns, plus two sets of crew lap-belts. Another part is included for an optional flash guard which fits to the engine cowl. Production quality is first rate, with nice, small tags holding things in place. Decals TWO sheets of Cartograf-printed decals are supplied with this release. The first sheet contains the necessary markings for the individual five schemes, with each machine being sectioned off in its own area, making them easy to locate. Also note a section which contains decals for the instruments and various emblems/stencils. National markings are split where they overlap the fun/rudder separation, and the same for the wing/aileron markings. There are also cut-outs for cable horns etc. The second sheet is common to both the early and late incarnations of this kit and provides the large lozenge panels required to cover the upper and lower wings, ailerons, fin/rudder, stabiliser and elevator, plus the wheel hubs. Everything is printed with rib tape strips in place. All printing is of high quality with solid and authentic colour, nice thinly printed inks, and perfect registration. Carrier film is also minimal. The five schemes supplied for this release are: Halberstadt Cl.II 5720/17 “3 Martha & Else”, Max Niemann & Rudolf Kolodzicj, Royal Prussian Schlasta 21, October 1918 Halberstadt Cl.II “4 Rosi”, Royal Bavarian Schusta 23b, early 1918 Halberstadt Cl.II “4”, Royal Bavarian Schusta 26b, late 1917 Halberstadt Cl.II “1”, Fridolin Redenbach, Royal Bavarian Schusta 27b, September 1917 Halberstadt Cl.II “4 Dora”, Royal Bavarian Schusta 27b, March 1918 Instructions These are always something very special in their production, and this glossy, 28-page production is no different. Starting with a concise history of the Halberstadt Cl.II, and then a detailed parts map and colour reference chart, the model itself is broken down into 13 constructional sequences. That doesn’t sound a lot, right? Well, that’s true, but each step contains several sequences, such as Nos 1 and 2. These, for example, illustrates the complete cockpit construction, comprising around half a dozen separate stages. There is certainly a good amount of building to be had with this kit, and the levels of detail could never possibly disappoint. Whilst the construction illustrations are in a drawn, grey style with blue to illustrate new parts additions (and red for modification), several colour illustrations annotate the manual, showing what assemblies should look like under a coat of paint. Of extra use are the numerous period images that are dotted throughout the manual, illustrating specific points of construction/detail. A full rigging chart is included, with two colours used to define the differences in cord type. It is crucial with these kits that you decide exactly which machine that you will build from the outset, due to the numerous differences that can pertain to one or more scheme. The last pages contain the scheme illustrations, ably presented by the amazing Ronny Bar. Technical and historical notes are supplied with the schemes, as is a little period imagery. Some options will clearly require some minimal surgery too, such as for various engine installations, and where required, this is clearly shown in the manual. Conclusion It really is great to see these key gaps being filled by WNW, when it comes to important German types, and the Halberstadt Cl.II is, in my opinion, one of the more graceful from the period. Like other WNW kits, this is stuffed to the gills with details, and there really is no need to buy aftermarket from the outset, as everything you will need is right there in the box. Whilst it’s true that most of the schemes will need you to master the application of that splatter camo, WNW have provided an attractive alternative scheme for those who dare not tread in that area, and I admit the stripy one is actually very tempting. Totally delicious! My sincere thanks to Wingnut Wings for the review sample seen here. To purchase directly, click the link at the top of this article.
  14. Guys I decided to start a topic, similar that you see on the sub-forum (show us your stash/workbench)... But only for Wnw model kits or anything related to them: Aftermarkets (resin, decals, photo-etched), Figures, books, etc.. So I start... On Faher`s Day I received an amazing gift... besides the ones given from my children.... This Gift has been given by WNW!!! :) Just a perfect day! Cheers WNW!!!!! LOVE YOUR WORK!!!!
  15. Building the Wingnut Wings JUNKERS D.I By Ray Rimmel WWI Modelling Special n.º 6 Available in http://www.windsockdatafilespecials.co.uk/ The "Building the Wingnut Wings" series are already a mark and a must to all WnW models. There were several titles already and all of then were and are a reference in the way you can build a WnW like a master. This title is in the same editorial and design line as all others so you get lots of details and explicit text of how to do it all step of the build, accompanied with construction pics (which I would like that would be bigger) and some very nice detail shots of the real aircraft taken from various museum type. The model in deep on the volume is the new Junkers D.I. In fact, for what I read from modelers that already build this one, is that the D.I is probably the easiest model from WnW. So let`s see what this book has to give us. The cover is the Ray`s WnW D.I with some digital work on the back, showing the Ray`s great work and the D.I quality. So, along 43 pages, Ray brings us six sections: Part I – Inside the box; Part II – Building the WnW Junkers D.I Part III – Marty Digmayer`s Pull Out 1:32 scale Plans Part IV – Harry Woodman`s Junkers Archive Part V – The Sole Survivor Part VI – Appendices & Dedication The part I is an inbox review with pictures of the model sprues. The Part II, Ray described all the construction on this simple kit. Some good information is given with illustrations of the elevator (from Practical Flying) that can be used for super detailing. A special focus on detailing the engine Daimler-Mercedes180HP D.IIIa with the Taurus detail set and barracuda studios intake manifold. Some nice tips and some fantastic details pictures of the real thing. Finishing the chapter, some good tips to get a good camouflage result, paints used and 3 beautifully profiles. Part IV are some very useful 1:32 Junkers D.I pull-out plans from Marty Digmasyer with starboard side view, underside view, plan view, front view and port side view. Part IV is for me, the main part of this manual with some fantastic historical pictures from Harry Woodman`s Junkers Archive. Some of them, is a great reference. Part 5 is a walkaround of the sole survivor in Le Grand Gallerie of the Musee de l`Air e I L`Espace at Le Bourget, France. While the lacking of armament and strange markings, it´s the only game in town. The last but not the least, the part 6 is the dedication, more than deserved to Harry Woodman and the aftermarket accessories that give a good perspective of what you can buy to enhance your D.I. And to finish in high, some aeronautical engineering information and drawings of the D.I. CONCLUSION: The theme of the title was a surprise for me, mainly because of the subject and the model itself does not offer any particular difficulty to the modeler, being a perfect model to enter in the WnW Word. However, the info inside, the plans, the 1:32 camouflage drawings and the technical info are super and a really add up to your build. So if you want to get more info about the D.I that allows to add up the details on your model, just buy it. It’s well worth it. Review copy compliments of Ray Rimell at Albatros Productions.
  16. Hi all, I didn’t realise. WNW will not bring out kits that compete with existing models. So no Dr.1. But my next guess, a Halberstadt, has just been announced! yay! https://www.britmodeller.com/forums/index.php?/topic/235037958-132-halberstadt-clii-by-wingnut-wings-test-model-release-late-2018/ And Aces sets are in development! http://www.wingnutwings.com/ww/014EB5A964E7EA56FF86138D5BCA6BC0 Anyone else excited?!?!!!
  17. 1/32 Junkers D.1 Wingnut Wings Catalogue # 32065 Available from Wingnut Wings for $79.00 plus shipping The Junkers D.I (factory designation J 9) was a monoplane fighter aircraft produced in Germany late in World War I, significant for becoming the first all-metal fighter to enter service. The prototype, a private venture by Junkers designated the J 7, first flew on 17 September 1917, going through nearly a half-dozen detail changes in its design during its tests. When it was demonstrated to the Idflieg early the following year it proved impressive enough to result in an order for three additional aircraft for trials. However, the changes made by Junkers were significant enough for the firm to re-designate the next example the J 9, which was supplied to the Idflieg instead of the three J 7s ordered. During tests, the J 9 lacked the manoeuvrability necessary for a front-line fighter, but was judged fit for a naval fighter, and a batch of 12 was ordered. These were supplied to a naval unit by September 1918, which then redeployed to the Eastern Front after the Armistice. One example survives and is on display in the Musée de l'Air et de l'Espace, at the Paris–Le Bourget Airport, 11km north of Paris, France. Several replicas have been built, including one on display at the Luftwaffenmuseum Berlin-Gatow. Powered by a 180/200h Daimler-Mercedes D.IIIa/aü, and armed with two Spandau LMG08/15 guns, the D.1 First flew in 1918, only 41 were built before the Armistice. Extract from Wikipedia The kit It seems such a long time since the last Wingnut Wings release, but it was only 5 months ago when the Sopwith Dolphin was put on sale in time for Christmas. Prior to that in 2017, we had the amazing Stahltaub, and Green Tail Trilogy (triple Albatros D.V) release, and exactly a year ago, the quintet of Sopwith Camel kits. We’re certainly in no position to whinge and moan! A few months ago, WNW announced that they were to release the Junkers D.1 and having seen images of the test shot from the Nuremberg show, WNW’s General Manager, Richard Alexander, said that a limited number would initially be available for sale at Scale Models Expo, Upper Hutt, New Zealand. Thankfully, a few were set aside for review samples, and today we have one here to paw over and investigate. The Junkers D.1 is packed into probably the smaller of the kit release boxes such as we saw for the SE.5a etc. and is again adorned with some rather nice and atmospheric artwork, courtesy of Steve Anderson, again edged with an attractive silver frame. This image shows a pretty much full-on side profile of the diminutive looking all-metal fighter aircraft. This particular angle does lend itself to ask where the upper wing is! This was probably as close to state of the art for the time, being a monoplane with ailerons and no wing-warping system…which would have been pretty difficult on a corrugated metal and steel tube wing. Profiles of all FIVE schemes are shown on the box sides. Inside the box, four light grey sprues are supplied in separate clear bags. No clear sprue this time! A single photo-etch fret is packed along with the Cartograf-printed decal sheet. The package is completed with the addition of a 24-page A4 instruction manual. Wingnut Wings spiel for this kit reads as follows: High quality (extra thin) Cartograf decals with markings for 5 colour schemes 124 high quality injection moulded plastic parts Optional fuselage spine corrugations, foot steps, propellers, Daimler-Mercedes 180hp D.IIIa & 200hp D.IIIau engine details and “wings removed” diorama display option Authentically reproduced corrugated Duralumin surface details, lapped panels & hatches and raised rivets 11 photo-etched metal detail parts No interplane struts and (almost) no rigging makes this model the perfect introduction to First World War aircraft modelling. Sprue A As is the norm with Wingnuts kits, this sprue contains the majority of detail parts, with the exception of the engine itself. If you’re technically minded, then this particular model will really provide you with some stimuli. As with Hawker fighter aircraft of a generation further on, the Junkers D.1 is built around a tubular steel centre-section which incorporates the cockpit and engine bearer supports, plus connections onto which the main wing panels would secure (the wings on the D.1 were detachable). Work starts, predictably, on that cockpit, with a centre section that is built upon a central arrangement of sheet metal and various angled tubes. This part is moulded as a single piece in what can only be described as superb engineering on the part of WNW. Onto this fits a firewall with corrugated details and fuel gauges. This also incorporates the ammunition magazines and empty belt box. With this section complete, it is then fitted to a lower fuselage that includes the lower cowl section before the rudder pedal and control column unit are installed. Our pilot is then to be sandwiched in between the square-section cockpit side frames, with more corrugated detail and places for a grease pump, fuel tank pressurising pump and spark advance lever to be fitted. These details, as with the frames, are superb. Although the frames are square, look alongside the edges and you’ll see a fine lip with raised riveting. Very impressive. The little things mean a lot. In some attempt to lighten things overall, the rear bulkhead onto which the pilot’s seat installs, appears to have a fabric covering, with a very faint ripple detected in the surface texture. The seat itself is moulded in two parts, with the lower seat cushion having the mounting framework attached. A small tag in the rear seat locates into the bulkhead, providing a 100% sure system of installation. This is now installed into the cockpit, along with a set of nicely etched PE seatbelts. You’ll notice that the instrument board in the D.1 is a very simple affair and is moulded as a single piece. Unlike other WNW kits though, there are some small PE switches to install to this. Small holes exist to insert these into, but I would recommend drilling them out a little more with a micro drill bit. With this installed, the actual engine bearers are now added to the burgeoning assembly. This sprue also contains a few other key items for the airframe. These include the undercarriage v-struts with superb elastic bungee cord details, axle with a separate corrugated under-sheet, and wheels with separate outer hubs and their delicately tooled CONTINENTAL text. Of particular note here is the LMG08/15 Spandau assembly. Yes…assembly. These aren’t provided as individual guns, but instead they are moulded with their respective breech mounting blocks and just the solid cooling jackets in situ. Various other bits of interconnecting plumbing are included. To use the standard detail version, you must snip the inner barrel from the breech block and install to the aforementioned assembly. If you want to use the high detail option, then you fit the PE cooling jackets to the moulded guns and instead remove the solid cooling jacket from the all-in-one assembly. This model can be built with the wings removed, in case you want to create a workshop diorama etc. In order to do this, tube and frame wing ribs are moulded here, and these will insert to the wing root once the upper corrugated inboard wing panels are installed. Sprue B The very essence of the D.1 can now be seen as we take a first look at that corrugated external skin. This sprue contains the upper and lower wing panels, and the separate ailerons. You’ll see just how deep the wing chord is when you look at these parts. So as to eliminate any compression between the upper and lower panels, stiffening ribs are moulded within the wing and these line up on each panel so cement can be run along them, ensuring a rock solid final assembly. Externally, WNW really has nailed that corrugated detail, but then again, they had plenty of practice with the J.1 which formed one of their first four releases. Rivet lines can be seen running every few corrugations, lining up with what would be the internal rib construction. Each upper panel has a hole into which the aileron actuator rods will disappear. Those ailerons are moulded as single pieces, along with their actuator rods. Care will most definitely be needed here so as not to break them off. Sprue D Here we have all the remaining main airframe components, such as the lower fuselage with integral tailskid, fuselage sides, optional detail fuselage spines, engine cowls, full span stabiliser, full span elevator, and single piece rudder. Details on the lower fuselage are exquisite, with nicely pinched corrugated wing root details and positive rear v-strut undercarriage mounting points. Due to the nature of the open cockpit, it goes without saying that WNW has had to extend the corrugated details into the interior of the fuselage, and this can be seen here. The ejector pin marks in the non-corrugated band will be covered over with the lower inside tubular and corrugated frame part onto which the cockpit is built. Another nice touch designed to make our lives a little easier. I must admit that I find this rather dumpy-looking fighter quick attractive, and those lines are clearly seen with the fuselage halves, moulded with the wing root fairing. Only the very rear of the fuselage isn’t corrugated, with a small amount of flat plate metal seen here. Locating positions for the lifting handles are clearly seen. One of the schemes needs a small section of plastic removing from the forward cockpit coaming area. This is clearly defined and will be an easy task to perform. As previously stated, the engine cowls are separate parts and have corrugated details both inside and outside. Within the fuselage halves, the corrugations continue with smooth lines into which the cockpit side frames will sit, along with those lipped and riveted edges. Corrugations extend into the engine bay, of course. \ Note that this fuselage has a separate spine. This is because there are two slightly different corrugation patterns. I had to look twice to notice, and I’m sure most of us wouldn’t have missed it had WNW not included the option. That goes to show their level of research. These parts are designed to properly locate to the fuselage via tabs that plug into the false spine that runs along the top of the fuselage halves. The stabiliser is provided as a full span part that is moulded as upper and lower panels and although corrugated, has a smooth leading edge that will make the seam easy to remove As for the elevator, this is also moulded full span and as a single piece. The trailing edge on this is superbly thin with a slightly kinked lip where the plated would be riveted together. You can just about feel this on the part. The same effect can be felt on the rudder, which is moulded with an integral rudder post. Sprue E Depending on your scheme, this model can be fitted with either a 180hp Daimler-Mercedes D.IIIa or 200hp D.IIIaü. Apart from a little extra water piping and some over-compression red bands on the cylinders, there is no difference between the two engines. As I always say, the engine is a model in itself, but with this one, ensure you use the correct parts as there aren’t any shaded out on the instructions, and I know there is only one sump option to be used here, for example. Details are again superb, from those detailed crankcase parts, to the cylinders, rocker heads, magneto and ignition conduits. The only thing you might consider adding are the ignition leads, and perhaps even the excellent Taurus spark plugs. I have to say that not much else is really needed as Wingnut Wings standalone engine is just a work of art. Photo Etch Eleven parts are included as PE here, and supplied on a single, bare brass fret. These parts concern the seatbelts, MG cooling jackets and sight reticules (for the high detail option), plus instrument board switches. Production is of a very high standard with thin tags holding the parts in place. Decals A single sheet is supplied with this release, printed by Cartograf. WNW claims that the decals are extra thin is for a reason. Remember, you need to get these to settle into the corrugated skin of this fighter. That thinness is a necessity. Decals supplied here are for the national markings (split for the ailerons), various colour bands and serials. The lower section of this sheet contains the various stencils and instrument decals. Printing really is very thin, and carrier film is at a bare minimum. Colour density is excellent, and registration is perfect. The five schemes in this release are: Junkers D.1, 5185/18, Adlershof, October 1918 Junkers D.1, 5185/18, “Bänder”. Hombeek, Marine-Feld-Jagdgeschwader, November 1918 Junkers D.1, 5184/18?. “Weißer Schwanz”, Hombeek, Marine-Feld-Jagdgeschwader, November 1918 Junkers D.1, 5188/18?, “11”, October 1918 Junkers D.1, Gotthard Sachsenberg (31 victories), Theodore Osterkamp (38 victories) & Josef Jacobs (48 victories), FA 416, September – October 1919 Instructions A 24-page A4 manual is included and is every bit as good as we have come to expect. After a decent history on the type (a part of which briefly introduced this article), followed by a paint chart (Tamiya, Hymbrol and FS codes) and parts map. Construction is via by means of line drawing type illustrations, with good use of shading and coloured ink to denote part/assembly placement, and the drawings are clearly annotated throughout with colour reference and other codes. Some colour assembly illustration is supplied (cockpit, engine etc.) and a number of period photos litter the manual. You will note that some rigging is required, but only in the cockpit area for cables etc. This model is simplicity itself when it comes to this. The last pages of the manual are given over to the five schemes, ably and superbly illustrated by Ronny Bar, with colour reference details and historical notes given. Scheme colour details and decal placement are clear to follow. More period illustrations are supplied too. Conclusion Well, I’m seriously impressed with this release and it really is good to see it finally in a realscale. Details are commensurate with what we have come to expect from WNW, and you’ll certainly not be disappointed, despite the relatively low parts count. This is an important type, directly linked to the future development of the metal monoplane fighter of WW2, and it is captured here splendidly. I really do hope we seen plenty of these being built. This is also one of WNW’s cheaper releases, and I have a feeling that it’ll sell rather well. Highly recommended My sincere thanks to Wingnut Wingsfor the review sample seen here. To purchase directly, click THIS link.
  18. Stringbag (A Modeller`s guide to the art of WWI Aircraft) by Jeroen Veen and Flip Hendrickx Publisher: Inside The Armour Publications 113 pages Landscape format (A4 size with softcover) 6 full features build 7 techniques chapters Price tag: £25 Last year my good friend Jeroen Veen told me that is was working on modeler guide book. If any modelling book from Jeroen is a must have, a modelling book only about WnW models kits, that`s even better. Later I was told that Flip Hendrickx was the co-author so it was getting better and better. So was with great expectation that I was waiting for this book. The design was from responsibility of Chris Meddings. The layout and graphics structure is very well achieved, quite clean and easy to follow and understand the concepts of the articles. Diving to the book, the touch of the paper is quite soft. The paper is satin with very good printing quality of color and definition. The book cover is soft one with a fantastic AEG G.IV late type from Jeroen Veen. I was eager to read this book because the work from Jeroen and Flip is simply amazing. The book offers a six full builds, all from WnW: AEG G. IV Late Type, Hannover Cl.II Dh.9a “Ninak”, Roland D.VIa, Hansa Brandenburg W.29 and Albatros B. II Early Type. All the articles are beautiful made, as expected with great photos although not a true step-by-step article, it’s a quite well written and quite comprehensive text and pics so it´s easy to follow. All the builds are fantastic as expected from these two modelers and the close ups pictures are very good and very comprehensive to follow. In all the features builds there`s several tips that are very useful and shows how to achieved determined effects. Showing that in fact is a guide to modelling, there`s also feature cheaper “technique” that is quite useful to all modelers, so you can check your technique or experiment a new one. There’s seven techniques chapters: Leather Effects - Jeroen Veen Simple Vignettes - Jeroen Veen ood Effects - Flip Hendrickx Rigging - Flip Hendrickx Castor Oil Stains - Flip Hendrickx Carving Wooden Propellers - Flip Hendrickx Painting Canvas - Flip Hendrickx So as you see, the most important areas in WWI are cover, like wood and rigging. A particularly care was taken on these features, showing several techniques to get the goal: you got several ways to achieved wood or to make the rigging and all ups and downs in the authors opinions, so you just need to choose one and try to see. The book closes with a gallery featuring WWI aircraft builds from each author. Conclusion: The satin look and quality printing just need a very good content… the content is not good, it´s awesome. For Wingnut Wings fans it’s a totally must with some great tips… for me its not only a book for fans but to all modelers to see and admire the Jeroen and Flip works. It’s a mojo elevator. After reading it I just want to go to my bench and modelling. VERY VERY VERY Highly Recommend!!! Thanks to Chris Meddings and Inside the Armour Publication for the review sample.
  19. Air Modeller`s Guide to WINGNUT WINGS Vol. II Several authors Publisher: AFV Modeller 113 pages Landscape format (A4 size with softcover) 8 full features build Price tag: 25 £ AFV Modeller Publications is quite well know in AFV modeler but a few ago , by the hand of the very talent modeler David Parker, they release the first exclusive book about WnW model kit and their construction, the Air Modeller Guide To WingNut Wings. Back then I have had the pleasure to review for WnW fans facebook, and was in fact my very first review, and thank god that first of many. So now, when I got the gold message from David to review the second volume I really was excited to do so. Diving to the book, the paper`s touch is quite smooth. The paper is satin with very good printing quality of color and definition. The book cover is soft one with a fantastic Felixstowe Fe2 Late Type in flight. The first time I saw this cover I asked myself from where those figures came from… maybe scratchbuid… Anyway, when I saw the book on the steps of my doorway I just pick it up and start reading it. The first thing I notice different from the first volume is the fact that this one was no hint and tips chapters. The tips are on the model features, from each modeler. So the first is Zdenko Bugan Fokker Eindecker E.III. Zdenko is a fantastic modeler with great builds and this one is no exception. For me the highlight of this work is the way he does the squiggles… its quite impressive work. All his builds are very clean and beautiful. The second feature is the mighty Felixstowe from Adrian Davies and curious the article starts with the figures and the sculpting work that was made… I was right, is from scratch which is a pity as I was praying for some new figures for all of those that just can`t sculpt. The highlight of the feature beside the figures is the weathering of the wings and fuselage (A very well achieved result). Another useful tips are the jigs used… pity that they didn’t included some plans to build those jigs specially the one to get all the wings and struts aligned. Next in line the the Sopwith Snipe from Michael Gruson. This little jew is very well made and the most impressive are in fact the painting an weathering of those wings. Brilliant. Another good tip is the use of Model FactoryHiro flexible microtube to simulate some sort of turnbuckles if you use PE wire. Next a build that you don’t see very often: a Rumpler C.IV early type from Richard Camion. It’s a great build and one of the main focus is the Daimler-Mercedes D.Iva engine that the author gave extra detail with Taurus detail sets and a fantastic paintwork and weathering. Follow up for one of my favourite build of all times of one of my favourite modeler, my good friend Jeroen Veen. Jeroen Veen is a well-know modeler everywhere and his Fe.2B Late type is very famous among WnW fanatics because is just a piece of art. Everything in the article is worth of reading and re-reading and watching over and over again all those pictures This book is getting better and better now with another fantastic modeler: Zdenek Sebesta with a Fokker D. VII OAW. If I had to enhance something about this fantastic build I would say: the interiors (too good to be true) and those wings are just outstanding. One of my favourite WnW model kit is the Sopwith Triplane and Michael Gruson made a tremendous work. I love the work on the wings and the wood work on the wooden coving around the cockpit with PE woodgrain mask from RB production. I got those mask… I must try it one day. Finally the Pfalz D.IIIa from the great, the only David Parker. A clean and fantastic build as only David can do it. The paintjob is tremendous with no decals for the markings and very subtle variations of the light colour and very smooth weathering that just bring to live a fantastic model. Conclusion: The book has a fantastic color registration and print quality, with some excellent model photography reproduced on satin pages. It´s a great book to all modeler that have some interest in WWI. Of course that for Wingnut Wings fans it’s a totally must with some great tips, fantastic works that will inspire you to do more WnW and getting your skills to another all new level by simply trying all those good tips. It’s a mojo elevator. After reading it I just want to go to my bench and start a new WnW.. I just finish one.. well that AEG is looking at me… J Very Highly Recommend Thanks to David Parker and AFV Modeller Publication for the review sample.
  20. 1/32 Sopwith 5F.1 Dolphin Wingnut Wings Catalogue # 32073 Available from Wingnut Wings for $79 plus shipping The Sopwith 5F.1 Dolphin was a British fighter aircraft manufactured by the Sopwith Aviation Company. It was used by the Royal Flying Corps and its successor, the Royal Air Force, during the First World War. In early 1917, the Sopwith chief engineer, Herbert Smith, began designing a new fighter (internal Sopwith designation 5F.1) powered by the geared200hp Hispano-Suiza 8B. The resulting Dolphin was a two-bay, single-seat biplane, with the upper wings attached to an open steel cabane frame above the cockpit. To maintain the correct centre of gravity, the lower wings were positioned 13” forward of the upper wings, creating the Dolphin’s distinctive negative wing stagger. The pilot sat with his head through the frame, where he had an excellent view. This configuration sometimes caused difficulty for novices, who found it difficult to keep the aircraft pointed at the horizon because the nose was not visible from the cockpit. The cockpit was nevertheless warm and comfortable, in part because pipes ran alongside the cockpit walls to the two side-mounted radiator blocks. Shutters in front of each radiator core allowed the engine temperature to be controlled. The Dolphin Mk I became operational with 19 and 79 Squadrons in February 1918 and 87 and 23 Squadrons in March. The Dolphin’s debut was marred by several incidents in which British and Belgian pilots attacked the new aircraft, mistaking it for a German type. New pilots also voiced concern over the Dolphin’s wing arrangement, fearing serious injury to the head and neck in the event of a crash. Despite early problems, the Dolphin proved successful and generally popular with pilots. The aircraft was fast, manoeuvrable, and easy to fly, though a sharp stall was noted. When functioning properly, the Hispano-Suiza afforded the Dolphin excellent performance at high altitude. Accordingly, the Dolphin was often sent against German reconnaissance aircraft such as the Rumpler C.VII, which routinely operated at altitudes above 20,000ft. The Dolphin entered service on the Western Front in early1918 and proved to be a formidable fighter. The aircraft was not retained in the post-war inventory and was retired shortly after the war The kit Yes, the Sopwith 5F.1 Dolphin is the surprise Christmas kit for 2017, from Wingnut Wings, and its announce was certainly welcomed, especially for what many would consider to be a rather leftfield subject. Whilst I have had an interest in Great War aviation since I was a kid, the Dolphin has always been one of those subjects that has sat on the periphery of my knowledge of this era, perhaps overshadowed by other famous Sopwith types, such as the Pup, Camel and Triplane. However, for a company such as WNW to bring this oft-forgotten fighter back to our attention is certainly a wonderful Christmas surprise. Wingnut Wings’ new Sopwith 5F.1 Dolphin falls amongst the company’s lower priced kit releases, and occupies a box that is the same size as their Eindeckers etc. The box lid teasingly shows us an artwork of a Dolphin in combat with a Fokker Dr.I, leading me to yet again hope they release this kit too. Steve Anderson’s work has adorned the lid of each WNW kit since their very first four releases, back in 2009. Ronny Bar provides us with the scheme profiles that are shown on the box sides. Wingnut Wings press release for this kit has the following data: High quality Cartograf decals for 5 aircraft 144 high quality injection moulded plastic parts Optional propellers, 20lb Cooper bombs & carrier, Holt flares & lights and Lewis gun armament Optional early and late production radiators, centre sections, tail skids and front cowls Highly detailed 18-part 200hp Hispano-Suiza engine (originally available in 32003 1/32 SE.5a “Hisso”) 12 photo-etched detail parts Fine in scale rib tape detail Full rigging diagram. Inside the box, there are FOUR frames of light grey styrene, and a single clear frame, all individually bagged so as to protect those delicate parts. A small PE fret is included, as is one large sheet of decals that covers all FIVE schemes. Wingnut Wing’s now familiar and high quality instruction manual completes the kit contents. Frame A It’s always the first frame of any Wingnut release that is the one packed with the majority of the small and detail parts, and this kit is no exception. Here you will find many cockpit parts, such as the optional Lewis Gun magazine rack, pilot’s wicker seat, main petrol tank and reserve tank, synchronising system hydraulic pump, engine bearers, instrument panel with separate compass and air pressure/oil pressure gauges, control stick, machine guns and installation assemblies, and throttle etc. Two types of propeller are supplied with this kit, as well as optional Cooper bombs and their rack for the centreline fuselage position. Another option are the wing mounted guns that sit atop the lower wings of C8163. Other parts to be found here include the wheels with their separate outer hub, undercarriage V struts and spreader bar, wing struts, control horns etc. Frame B The frame purely concerns the wings, with the lower wing presented as a full-span part, incorporating the cockpit floor. Of course, the upper wing panels are separate parts due to the Dolphin’s layout. Surface textures are very fine and incredibly realistic, with a convincing representation of the rib and fabric construction of the real thing. Look closely along the leading edge and you will notice the positions of the shorter leading-edge ribs themselves, sat two in between the main, full chord ribs. The main ribs also have superb and finely rendered details. Ailerons are moulded separately to the ribs, and these exhibit the same finesse of detail. One thing that can put folk off biplanes are fitting the fiddly struts, but here we see that the locating holes for the struts are keyed to accept the specific part that is required, and the holes themselves are clean, making for easy and trouble-free assembly. I usually place a dot of Blue-Tack in these holes when painting, so as not to make things harder for myself when it comes to things fitting together. Frame C This single, clear frame holds nine parts, and unusually, is packed into a stiff cellophane sleeve and also protected with a protective foil. A single windshield is included which has a hole to accommodate the Aldis sight, and the remainder of the parts are for the pulley inspection doors, rudder light and wing-mounted Holt lights. All parts are superbly clear, and the mouldings are perfect. Frame D Notice here how this frame has two small frames attached to a larger one? I’m perhaps thinking here that one or both of these would be snipped off for a future release of this kit. After all, there are parts already in this specific kit that aren’t for use. However, I digress. Looking at the largest of the three frames, it’s not hard to miss the distinctive lines of the Dolphin’s stubby-looking fuselage. Detail is very fine, with nicely rendered lacing/stitching, rivet/fastener, and panel details. Some details will need to be removed or filled in, depending on which machine you will build. It’s pretty important from the outset that you make that particular choice. The foot step hole has two different positions, one of which will need to be opened up to represent your given scheme. Interior detail is limited due this being presented with the cockpit tub that installs into here via a circular locator at the rear of the cockpit, presenting another nice, positive key that ensures a trouble-free build. As with a number of other WNW kits (Pup, Triplane etc.), the detailed side frames are moulded with integral cabane struts, onto which the centre section wing mount frame is attached. For four of the five machines, a little surgery will be needed to remove some side wall detail. Included detail on the side walls is for the plumbing and various brackets, fuel pump, and pipe connectors. Engine bearers are separately moulded and will be fitted to the tub during main assembly. Both the tailplane and fin are moulded with their control surfaces (elevators, rudder) in situ, so if you wish to pose these, then you’ll have a little extra work to do. As with the wings, the rib and fabric textures are totally convincing, with the taughtness and sag of the fabric looking correct and not exaggerated. A single upper engine top shield is included, with cut-outs for the Vickers MGs, plus two forward engine cowls. Only one of the latter is to be used, indicating a future other release of the Dolphin. Looking at the smaller attached frames, it is clear that these are for early and late parts options, such as the upper wing mounting frame, tail skid (early wood and late metal), 4” and 8” radiators, and two Aldis sight options. Frame E As you will have noted from the introduction text, this isn’t a new frame, but it was one that released with the SE.5a ‘Hisso’ kit, that formed one of this companies four initial releases back in 2009. It’s sure good to see this one again, and I hope it makes another appearance in a possible SPAD (hint hint). Most parts on this this frame are to be utilised with the Dolphin, with the exception of a part that is only applicable to the SE.5a kit. A total of fifteen parts go to make up this beautiful little representation of the 200hp geared V8 Hispano-Suiza engine, with superbly detailed sump/crankcase, cylinder blocks, as well as ancillary items such as the carburettor and magnetos. A little surgery will be needed in cutting down the water pipes so as to suit the Dophin’s configuration There are a small number of other parts that will need to be used from Frame A. These include the intake manifold and water tank, oil breather pipe and cap, and the carburettor air intake. Photo Etch One small PE fret is included, containing thirteen parts, in bare, bright brass. These parts include the pilot’s lap-belts, foot hold plate, MG cocking levers, and reticules etc. All parts are cleanly etched and are held in place with tiny gates that need to be clipped through. As with many WNW releases, and certainly those for a good long while, a nameplate is also included, should you wish to use it with your display. Decals A single, large Cartograf-printed decal sheet is supplied, with the specific decals for individual machines being printed together and with a dashed line to help you identify the portion of the sheet you will need. Of course, there are also come common decals, such as instruments and stencils. Printing is thin, with solid and authentic colour, as well as having minimal carrier film and having perfect register. The finish is gloss. There are FIVE schemes in this release, and these are: Sopwith 5F.1 Dolphin, C3785, RNAS Dover, early 1918 Sopwith 5F.1 Dolphin, C3803, “Red Star”, SARD, March 1918 Sopwith 5F.1 Dolphin, C3824, “U”, J.W. Pearson (12 victories) & C.E. Walton (possible 1 victory), C Flight, 23 Sqn RAF, May to July 1918 Sopwith 5F.1 Dolphin, C3879, “Q”, R.B. Bannermann, C Flight 79Sqn RAF, August to November 1918 (12 victories) Sopwith 5F.1 Dolphin, C8163, “A”, H.J. Larkin, A Flight 87Sqn RAF, August to November 1918 (11 victories) Instruction manual This is a glossy, high-quality 24 page publication that is on a par with the standards that WNW have set themselves. These manuals are a delight to flick through and are an event in themselves. All constructional sequences are beautifully illustrated in ink-style drawings that are easy to follow, with blue ink being used to denote new parts placement, and full colour illustrations of completed assemblies so as to give a better understanding of how various sequences are supposed to look. Colour references is given throughout, using Tamiya, Humbrol, and FS codes. All optional parts are easily denoted due to the format used, and PE parts are also easy to denote. Period photos are used throughout, highlighting various areas of the airframe and equipment installations. I do note that WNW has been cautious in not supplying contemporary photos of the composite airframe that resides at the RAF Museum, Hendon. This is presumably due to the possibly inaccurate and modern realisation of the airframe. But then again, maybe not. A rigging diagram is also included towards the rear of the manual. The last pages of the manual are taken over with the five schemes, complete with Ronny Bar illustrations. Colour and marking applications are easy to follow, and each scheme comes with historic notes on the machine, and also the pilots that flew them. Conclusion Of course, we have learned to expect the unexpected when it comes to Wingnut Wings releases. A Christmas kit is sort of expected these days, but the subject is certainly one that I don’t think anyone really thought they’d see, or certainly not at the moment. Despite the Dolphin’s unglamorous appearance and awkward stance, this is actually a very attractive model, with some excellent options thrown into the mix. Being WNW, you know the research will be impeccable, and the engineering is as innovative as we are now used to seeing. There is an amount of rigging to get your head around, but that’s the nature of the beast with most Great War subjects, but it really doesn’t look too daunting (hey, I built a DH.2 as my first WNW!!). For $79USD, this also represents good value for money for your next happy bench hours, and it must surely be a contender for one of your most unusual WW1 subjects. Get one whilst they’re hot! My sincere thanks to Wingnut Wings for the review sample seen here. To purchase directly, please click THIS link.
  21. 1/32 Jeannin Stahltaube (1914) Wingnut Wings Catalogue # 32058 Available from Wingnut Wings for $119 + shipping The Taube. Now there’s a story, indeed. I think it would be fair to say that most people with a reasonable knowledge of WW1 aviation would immediately think ‘Etrich’ when the word Taube (Dove) was mentioned. That is of course entirely fair, and I fall squarely into that category too, but behind the beautiful and graceful lines of the Taube comes a story of one man’s lack of foresight when it came to his aircraft design that was based on the publication of German papers concerning the aerodynamic theories behind the gliding abilities of the Alsomitra Macrocarpa seed. Sound bizarre? Igo Etrich was a wealthy Austrian industrialist who wanted to use those flight capabilities in his own aircraft design, and together with his engineer, Franz Wels, designed a number of gliders and engine-powered aircraft. The Etrich II Taube was a beautiful design that was very reminiscent of both a bird and the shape of the seed from the 1897 papers. It flew superbly, being operated by a warping system that twisted the bamboo trailing edges of the wings and tail. The rest of the aircraft was wooden, with Spruce and Ash being used in the wings. So, everything was going great so far, and in 1910, the successful design attracted another Austrian, Edmund Rumpler. Rumpler of course went on to become a main protagonist in aircraft design and manufacturer during WW1, but seeing the Etrich Taube, he obtained an exclusive 5yr licence to produce the aircraft himself in Germany, and then going on to sell militarised versions to the Germans. Now things start to unravel for Igo Etrich. As his design was based upon principles that were published in the German public domain in 1897, his design patent application in Germany was rejected. This now caused numerous companies to essentially copy the Etrich design and build their own versions. Being a little aggrieved at this, Rumpler didn’t see a reason to honour licence payments to Etrich, and the two men ended up in court several times over the original agreement. In the meantime, Taube-influenced aircraft, using the name Taube, were becoming more common. The Stalhtaube was of course another similar design, but as the name suggests, this military aircraft had a steel fuselage framework, with the de rigueur flexible bamboo warping surfaces for the wings, and tailplane. The wings and main tail were again constructed from wood. This was actually designed by a Frenchman, Emile Jeannin, whose home territory became part of Germany after the Franco-Prussian war of 1870-71, and his design impressed the German military so much that his company became one of the main Taube manufacturers, despite Jeannin’s own imprisonment during WW1 (due to his French heritage and a minor charge that provided an excuse for internment). These Taube aircraft were unarmed reconnaissance machines, but it wasn’t long before their crews would improvise by using pistols and small bombs to finally sow the seeds of the lethal air war that was to happen. After mid-1915, remaining frontline Stahltaubes were relegated to other duties. Model features High quality Cartograf decals with markings for 5 aircraft. 165 high quality injection moulded plastic parts including very fine 0.3 to 0.5mm thick wing warping control surface areas. Optional propellers, exhaust manifolds, engines, header tanks, gravity fuel tanks, wire wheels in injection moulded plastic or photo-etched metal, 20kg Carbonit bombs and Luger pistol armament. Highly detailed 100hp Daimler-Mercedes D.1 and 120hp Argus As.II engines. 21 photo-etched metal detail parts including optional wire spoke wheels. Fine in scale rib baton detail. Full rigging diagrams. The kit I’ve long wanted Wingnut Wings to release an Etrich Taube, as have many others, but I’m pretty sure that the Jeannin Taube is a more than acceptable alternative. Finally a change to build something that looks more like a bird than a military machine. As usual, Steve Anderson’s beautiful artwork adorns the box lid, with an image of this two-seat creation flying high over fields in the vicinity of Adlershof-Johannisthal, as the wings hadn’t received their paint at this stage. Ronny Bar’s profile work shows the five schemes available for this model kit. Inside the box, there are a total of SIX sprues of light grey plastic, and ONE small sprue containing two clear parts. All of these are individually bagged to prevent damage, and in the bottom of the box is a single decal sheet, PE fret and of course, the instruction manual. I think I’ll do a sprue-by-sprue of this release, so let’s take a look. SPRUE A It’s standard practice for WNW to use the first sprue for the lion’s share of internal and other small, key parts. This is no different here. The Taube’s cockpit is by its very nature, a simpler affair when compared to other aircraft of the period, and this is reflected here of course, but in amazing detail. All cockpit parts are to be found on this sprue, and the cockpit itself is built upon the lower fuselage floor instead of being a separate module. The floor is on Sprue F, but here you will find the rear and forward bulkheads, instrument board wall, fuel tank, map board, rudder pedal bar, magneto, tachometer and fuel filter frame, throttle, control column with separate wheel, seats and pilot’s cushion, and the short sidewall frame that sits across the two crew positions. Detail is extremely fine, with nicely clean holes for rigging cables on the sidewalls. Instrument board detail has the bare gauges, with instrument decals being supplied for these, as well as a map decal for the map board. Other parts on this sprue include the undercarriage V-struts and spreader bar, engine mount, external radiators, turnbuckle clusters, Integral propeller, engine side panels with fastener detail, optional access hatch for specific machines, parts for two different gravity-fed fuel tanks, and wing/fuselage mounted cabane struts etc. SPRUE B We are firmly in Taube-land here with this sprue, containing just the two elegant wing panels, moulded as single piece, port and starboard units. These really have to be seen to be appreciated, but the elegance of the wings is entirely captured here with the thin panels and their under-camber, fabric and rib representation and the rib capping strips. Note the positions for the cabane struts and the two rods that extend from each tip, which are rigging aids for the wing warping system. You’ll also see little pulleys on the leading edges. The trailing edges are a real feat of moulding. They are incredibly thin, and light is clearly seen through them when held to a window or my photography lamps. I’ve photographed this for you to see. Just make sure you don’t damage these fragile surfaces as you construct/paint your model. SPRUE C Here we have the only clear sprue, containing just two parts. One of these is the windscreen with its delicate framing, and the other is a sight window for the fuel level in one of the gravity tanks. Both parts are crystal clear with no visual flaws. SPRUE D You will note that this is an Albatros B.II sprue, but in reality, you will use very little from this set of parts, as most of them are NOT for use with this release. In fact, the only parts for use here are either the plastic spoke wheels (moulded as halves so to replicate the two rows of spokes), or the spoke-less type which enables use of the photo-etch spoke option, plus the hubs. Oh, there are a series of bombs here too, but these are entirely optional as they were only every carried internally by the crew, and then lobbed over the side when they wanted to hit either a ground or air target. They certainly weren’t standard issue! SPRUE E (both engines) This kit allows the modeller to build his/her Stahltaube with either a 100hp Mercedes D.1, or a 120hp Argus As.II engine, depending on the scheme you choose. Not only this, but scheme-dependent again, there will be a number of options for the exhaust (elephant, high and individual pipes), and also variation in the header tank plumbing. Both engines are very similar to assemble, with highly detailed crankcases, cylinder banks, magnetos, camshaft/rocker box, water pump, intake pipes, plug lead tubes, etc. A very small amount of surgery will be needed on a couple of parts to make these engines suitable for use on this machine, but this consists mostly of a little snipping and scraping. Nothing at all too taxing for the average modeller. Each engine is a project in its own right, and you could maybe complete the other engine and display on a stand, or simply keep for spares. A small number of decals are set aside for each engine too, such as data plates. Alternative propellers are to be found here too, such as the Niendorf, Garuda and Reschke. To which scheme these are fitted, is clearly seen. SPRUE F You tend to get an idea about the size of this model when you see the fuselage halves against the very long tail-plane. The exterior of the fuselage doesn’t have too much in the way of detail due to the method of construction, but what detail there is, is finely executed, such as the lower edge stitching, the cockpit leather coaming, leather grommets, and the detail around the open engine panel area. Tabs are present onto which the wings will sit. A long slit exists where the super-thin tail-plane will slide into. Fin and rudder detail is only moulded onto the port-side fuselage, due to how incredibly thin this is. Here you will also see the tail skid moulded in situ. One rigging bar on my rudder was snapped backwards, but this was easily fixed with a quick brush of extra thin cement. There isn’t really much in the way of internal detail due to the method of construction, but you will note a series of location points for internal rigging/bracing wires to be added. The fuselage is moulded with the front underside supplied as two separate, interlocking parts, containing the cockpit floor. These parts are also moulded on this sprue, with the forward most part having some excellent open louvre detail. A small number of Stahltaubes had a hole in the underside cowl, and sometimes this was in cross-form. Instructions, and a PE template are included for those schemes that had this feature. You will also need to carefully trim the upper, forward engine cowl so that the Argus As.II engine fits without fouling the sides. A crowning glory on this sprue is that seriously long but thin and streamlined tail-plane. As with the wing, this is very, very thin, with light easily being seen through the part. Detail is excellent again, with the flexible, warping portion clearly having the bamboo and fabric construction. Rigging posts and loops are present too. You sort of get a real idea for the rigging task ahead, and I feel this one will be time-consuming. Other parts on this sprue are the pilot and observer’s seats, and the single tube row of exhausts, with the ends being slightly hollowed out. You may want to go a little further. Photo-Etch A set of lap belts are included for both the pilot and observer. Detail is great, and you’ll just need to anneal them in a candle or lighter flame so that you can manipulate them into a realistic pose. The wheel spokes are also here, with a broken circumference that allows you to bend these into a very shallow cone shape before fitting to the wheels. There are then some outer wheel hub rims that sit over the circumference and hides the joins. These parts look quite delicate, so again, take your time here. A small number of rigging aids are supplied here, through which collective lines will run, as well as the template for creating the hole in the underside of the engine cowl. Production of the PE is consistent with everything I’ve seen from WNW, and the gate attachment parts are suitably thin so that parts will be easy to detach. Decals A single, Cartograf-printed sheet is included (dated 2016!), and this contains all of the permutations of national markings and serials, including decals for the cockpit, engine, propeller, grommets and numerous other external areas. Printing is glossy, thin and with minimal carrier film. Colours are solid and authentic and the printing is in perfect register. Decals are provided for the following schemes: Jeannin Stahltaube 172/14, Lt. Fritzlohn(?), Adlershof-Johannisthal, late 1914 - early 1915 Jeannin Stahltaube 180/14, Deutches Technikmuseum, Berlin Jeannin Stahltaube 271/14, Emil Wendler, Adlershof-Johannisthal, late 1916 – early 1917 Jeannin Stahltaube 284/14, Adlershof-Johannisthal, 1915 Jeannin Stahltaube 319/14, Armee-Flug-Park 9b, early 1915 Please note that 271/14 can be built with alternative exhaust and header tank details. When WNW send review kits to websites, they always include a covering letter which contains some useful details. In the case of the Stahltaube, one piece of information is quite pertinent. This relates to the differences between machines, and that no two Stahltaubes were the same. This means that whichever machine you choose to model, ensure you have the photographic material for that specific machine. It simply isn’t enough to have a photo of ‘machine X’, and then go onto build ‘machine Y’ using incorrect photographic references. Instructions Wingnut Wings always produce the most gorgeous instruction manuals in the business, with a slick, glossy publication that starts with the history of the type and aircraft data, followed by a sprue plan and colour chart with paint references given for Tamiya and Humbrol paints, plus a series of FS codes. All constructional sequences are superbly illustrated in greyscale, with the use of colour for newly added parts, as well as defining photo-etch addition etc. Numerous full colour assembly illustrations are also supplied, and reference to paint colour is supplied throughout. Internal rigging is also tackled as the project progresses. Period images are used to illustrate specific areas of construction too, making things very easy for the modeller, as well as providing great historical interest. The last pages of the manual are given over to the Ronny Bar profile illustrations, complete with more historical imagery. Ronny’s work is clear to follow, and decal placement is clear and precise. Some historical and modeller-specific details are supplied with each profile illustration. A full rigging diagram is also provided. Conclusion A Taube is something I’ve wanted to see in my preferred scale for a long, long time, along with a Dr.I from WNW. I sure hope to still see the latter aircraft. This is a very, very nice kit, and the building should be quite straightforward, despite the amount of bare wood in the cockpit. Where the modeller will be challenged here is in making the thin wing trailing edges and wing section look translucent (paint shop trickery), and also the many, many rigging wires that warped the various flying surfaces. Detail is everything you’ve already come to expect from Wingnut Wings, and nowhere at all does this disappoint. I’ve already planned to cut plastic for an article in Military Illustrated Modeller. So, WNW….how about that Dr.I now, please! My sincere thanks to Wingnut Wings for the review sample shown here. To purchase directly, click THIS link.
  22. 1:32 Sopwith F.1 Camel “USAS” Wingnut Wings Kit No. 32072 Available from Wingnut Wings for $79. Introduction Today we look at our fifth Sopwith Camel, being the USAS engine version. Like all our reviews, I will try to convince YOU that this is the version you want or at least one of the Camel version that you also need if not all. But, to keep in mind all other camel versions, take a look at our other reviews too: F.1 Camel ‘BR.1’ F1 Camel ‘Clerget’ 2F.1 ‘Ship’s Camel’ F1 Camel “Le Rhône” Now its time for the USAS Camel review and I do have a very hard task comparing with all others reviews made by review masters Jim Hatch and Jeoren Peters, so please bear with me. Sooo, the big question once again is: Why should I choose the Sopwith F.1 Camel “USAS”? Wingnut’s official kit info describes the kit as thus: High quality Cartograf decals for 6 aircraft; 185 high quality injection moulded plastic parts; Optional fuselage halves with alternative lacing details, windscreens, cut down cockpit decking, propellers, 20lb Cooper bombs & carrier; Highly detailed 18 part 140hp Clerget 9Bf; 19 part 160hp Gnome 9N engines; 10 photo-etched metal detail parts; 22 pages of high resolution instruction booklet; Fine in scale rib tape detail; Full rigging diagram. The only thing that is different for all others, besides the scheme options is the 160hp Gnome 9N Monosoupape engine. The Monosoupape (French for single-valve), was a rotary engine design first introduced in 1913 by Gnome Engine Company (renamed Gnome et Rhône in 1915). It used a clever arrangement of internal transfer ports and a single pushrod-operated exhaust valve to replace a large number of moving parts found on more conventional rotary engines, and made the Monosoupape engines some of the most reliable of the era. British aircraft designer Thomas Sopwith described the Monosoupape as "one of the greatest single advances in aviation". Produced under license in both seven and nine-cylinder versions in large numbers in most industrialized countries including Germany (by Oberursel), Russia, Italy, Britain and the US. Two differing nine-cylinder versions were produced, the 100 CV 9B-2 and 160 CV 9N, with differing displacements and a dual ignition system on the later 9N version. 2,188 units were produced under license in Britain, with an uprated 120 hp version later built in Russia and the Soviet Union, two of which flew the Soviet TsAGI-1EA single lift-rotor helicopter in 1931-32. Contrary unlike other rotaries, the early Gnome engines like the Gnome Omega, Lambda and Delta used a unique arrangement of valves in order to eliminate pushrods that operated during the inlet phase of the combustion cycle on more conventional engines. Instead, a single exhaust valve on the cylinder head was operated by a pushrod that opened the valve when the pressure dropped at the end of the power stroke. A pressure-operated inlet valve, which was balanced by a counterweight to equalize the centrifugal forces, was placed in the centre of the piston crown, where it opened to allow the fuel–air charge to enter from the engine's central crankcase. Although ingenious, the system had several drawbacks. The cylinder heads had to be removed to perform maintenance of the intake valves, to adjust the timing correctly, and fuel economy suffered in comparison to other rotaries because the inlet valves could not be opened and closed at the ideal times. Description In 1913, Louis Seguin and his brother Laurent (engineers who founded the Société Des Moteurs Gnome [the Gnome motor company] in 1905) introduced the new Monosoupape series, which eliminated the inlet valve, replacing it with piston-controlled transfer ports similar to those found in a two-stroke engine. Beginning with the power stroke, the four-stroke engine operated normally until the piston was just about to reach the bottom of its stroke (bottom dead center, or BDC), when the exhaust valve was opened "early". This let the still-hot burnt combustion gases "pop" out of the engine while the piston was still moving down, relieving exhaust pressure and preventing exhaust gases from entering the crankcase. After a small additional amount of travel, the piston uncovered 36 small ports around the base of the cylinder, leading to the crankcase which held additional fuel–air mixture (the charge). No transfer took place at this point since there was no pressure differential; the cylinder was still open to the air and thus at ambient pressure. The overhead valve exhausted directly into the slipstream since no exhaust manifold could be practically fitted to the spinning crankcase and cylinders, partly in order to save weight and prevent excessive amounts of centrifugal forces in flight. During the exhaust stroke, scavenging occurred as the air moving past the cylinder exterior lowered the pressure inside due to the direct exposure of the exhaust port to the slipstream. The piston continued its exhaust stroke until top dead center (TDC) was reached, but the valve remained open. The piston began to move down on its intake stroke with the valve still open, pulling new air into the cylinder. It remained open until it was two-thirds of the way down, at which point the valve closed and the remainder of the intake stroke greatly reduced the air pressure. When the piston uncovered the transfer ports again, the low pressure in the cylinder drew in the balance of the charge. The charge was an overly rich mixture of air, which was acquired through the hollow crankshaft, and fuel that was continuously injected by a fuel nozzle on the end of a fuel line, entering the crankcase through the hollow crankshaft. The nozzle was in the proximity of, and aimed at, the inside base of the cylinder where the transfer ports were located. The fuel nozzle was stationary with the crankshaft, and the cylinders rotated into position in turn. The compression stroke was conventional. The spark plug was installed horizontally into the rear of the cylinder at the top but had no connecting high-voltage wire. An internal-tooth ring gear mounted on the engine drove a stationary magneto mounted on the firewall, whose high-voltage output terminal was in close proximity to the spark plug terminals as they passed by. This arrangement eliminated the need for distributor and high-voltage wiring found in conventional mechanically timed ignition systems. This ring gear also drove the oil pump, which supplied oil to all bearings, and through hollow pushrods to the rockers and valves and also drove an air pump which pressurized the fuel tank. The later, 160 CV Gnome 9N engines had dual ignition systems for safety, with twin spark plugs per cylinder which were electrically wired, with the wires routed onto the crankcase and a central pair of magnetos driven by the spinning engine crankcase. Control The Monosoupape had no carburetor or throttle, and since most of its air supply was taken in through the exhaust valve, it could not be controlled by adjusting the air supply to the crankcase like other rotaries. Monosoupapes therefore had a single petrol regulating control used for a limited degree of speed regulation. In early examples, engine speed could be controlled by varying the opening time and extent of the exhaust valves using levers acting on the valve tappet rollers, but this was later abandoned due to causing burning of the valves. Instead, a blip switch was used, which cut out the ignition when pressed. This was used sparingly to avoid fouling the spark plugs, since it was only safe to be used when the fuel supply was also cut. Some later Monosoupapes were fitted with a selector switch which allowed the pilot to cut out three or six cylinders instead of all nine when hitting the blip switch, so that each cylinder fired only once per three engine revolutions but the engine remained in perfect balance. Lubrication The Sopwith Tabloid reproduction shows the sheet-metal cowling used to redirect the oil sprayed by the rotating engine. The lubrication system, as with all rotary engines, was a total-loss type in which castor oil was pumped into the fuel–air mix. Castor oil was used because it did not readily dissolve into the fuel, and because it offered lubrication qualities superior to other available oils. Over two gallons of castor oil were sprayed into the air during each hour of engine operation. This explains why most rotaries were fitted with cowls, with the lowermost quarter omitted to direct the spray of castor oil away from the pilot. Unburnt castor oil from the engine had a laxative effect on the pilot if ingested. Because the entire engine rotated, it had to be precisely balanced, requiring precision machining of all parts. As a result, Monosoupapes were extremely expensive to build, the 100 horsepower (75 kW) models costing $4,000 in 1916 (approx. $89,000 in 2017 dollars). However, they used less lubricating oil and weighed slightly less than the earlier two-valve engines. Variants Gnome Monosoupape 7 Type A (1916) seven-cylinder rotary engine, 80 hp (60 kW). Bore and stroke: 110 x 150 mm (4.3 x 5.9 in). Gnome Monosoupape 9 Type B-2 (1916) nine-cylinder rotary engine, 100 hp (75 kW). Bore and stroke: 110 x 150 mm (4.3 x 5.9 in). Gnome Monosoupape 11 Type C An 11 cylinder version Gnome Monosoupape 9 Type N (1917) nine-cylinder rotary engine, larger diameter crankcase than the B-2, 150 or 160 hp (112 or 119 kW). Bore and stroke: 115 x 170 mm (4.5 x 6.7 in) – This is the engine version on this model. Gnome Monosoupape 9 Type R 180 hp nine-cylinder rotary engine, development of 9N with same 170mm stroke. (Information courtesy from Wikipedia). So the Gnome Monosoupape 9N engine is the only thing new from the others Camels variations. So we start for a close look to the kit sprue – E from engine. The engine Gnome engine is the only that we will take a close look. Only a very trained eye to WWI rotary engine can in fact see the different between this one or the Clerget or the BRI and with the tight and close cowling, the engine really doesn’t make a different in the final look of your camel. So I have to agree with Jeroen Peter when he also concludes that is not for the engine that why you should chose this kit. So it would have to be for the colorful options the USAS have to offer: A- Sopwith F.1 Camel D8245 “B”, FE Kindley, “A” Flight 148th Aero Sqn USAS, August 1918 (12 victories) The Camel is for FE Kindley ace that had 12 victories confirmed. A large B on the side fuselage is a distinctive mark and the white and red wheels with the spinner gives it a nice cool touch. The man that flow the airplane was Field Eugene Kindley was born at Prairie Grove in northwestern Arkansas. The son of George C. and Ella Kindley, Field Eugene Kindley was a motion picture operator living in Coffeyville, Kansas when he joined the Kansas National Guard in May 1917. Transferring to the U.S. Army's Signal Corps, he attended the School of Military Aeronautics at the University of Illinois before going to England for advanced flight training at Oxford. To gain combat experience he was assigned to the Royal Air Force's 65 Squadron on the Western Front on 22 May 1918. Flying the Sopwith Camel, Kindley scored his first victory on 26 June 1918, shooting down a Pfalz D.III flown by the commanding officer of Jasta 5, Wilhelm Lehmann. Reassigned to the 148th Aero Squadron as a flight commander, Kindley's patrol engaged Jasta 11 on 13 August 1918. That day he scored his fourth victory, shooting down a Fokker D.VII possibly flown by Lothar von Richthofen who was wounded in the battle. Promoted to Captain on 24 February 1919, Kindley assumed command of the 94th Aero Squadron at Kelly Field in Texas in January 1920. Less than a month later, in preparaton for a visit by General John J. Pershing, he was severely injured and badly burned during a practice flight when a control cable broke and the S.E.5a he was flying crashed to the ground. He died that evening at the post hospital. Clayton Bissell, one of Kindley's closest friends at Kelly Field, transported the body home to Gravette, Arkansas for burial – information courtesy from “The Aerodrome”. Kindley is with no doubt one important and historically American flying Ace and it´s a good excuse to get this Camel variation. B- Sopwith F.1 Camel D8250 “O”, EW Springs, “B” Flight 148th Aero Sqn USAS, Augsut 1918 (16 victories) This Camel with “O” is from the great Elliot White Springs, another American fling ace with 16 victories. In photo in WnW booklet show that EW Springs camel is the most different of all 5 camels in this box, in structure level: it’s the only one with large opening in the top wing centre section which will give the camel a new look and the details of your models will be more visible. Let`s check the Ace history. The son of Colonel Leroy Springs, a wealthy textile manufacturer, Elliott White Springs attended the Culver Military Academy and Princeton. He enlisted in the army in 1917 and was sent to England for training with the Royal Flying Corps. In 1918, he was one of several pilots handpicked by William Bishop to fly the S.E.5a with 85 Squadron in France. After recovering from wounds received in action on 27 June 1918, he was reassigned to the 148th Aero Squadron which was still under the operational control of the RFC. When the war ended, Springs returned to the United States where he barnstormed while writing "Warbirds: The Diary of an Unknown Aviator." His book was largely based upon a collection of letters written by his friend, John McGavock Grider, who was killed in action while serving with 85 Squadron. "Warbirds" was a bestseller and Springs continued writing books based on his experiences during World War I. At his father's request, he returned to work at the family textile business in 1931. Recalled to active duty in 1941, Springs served with the United States Army Air Corps during World War II. He died, age 63, at Memorial Hospital in New York following a battle with pancreatic cancer - information courtesy from “The Aerodrome”. These two schemes options are not in fact very colourfull ones however are from well know flying aces and with some long and fantastic history behind. C- Sopwith F.1 Camel “4”, HR Clay Jr, “A” Flight 41st Aero Sqn USAS, Late 1918 to early 1919 (8 victories) The Camel “Camel” version. At least for and personally one of my favourite with the red cowling, large 4 on the wings and stripes on the top and below of the wings. The final touch is the V with a Camel inside. Great look! And this one is also for a well-know flying ace, Henry Robinson Clay Jr. Captain Henry Robinson Clay, Jr. was a World War I flying ace credited with eight confirmed aerial victories. Though born in Plattsburg, Missouri on 27 November 1895, Clay later lived in Fort Worth, Texas. He was one of the first contingent of American fliers shipped to England to gain seasoning with the Royal Flying Corps. While assigned to 43 Squadron, he claimed a win, but it went unverified. He then transferred to the 148th Aero Squadron. He scored eight times between 16 August and 27 September 1918; on the latter date, he shared in the destruction of a Halberstadt reconnaissance plane with Elliott White Springs. In total, Clay destroyed five Fokker D.VIIs, considered the best fighters in the war and drove another down out of control; he shared in the destruction of two German reconnaissance planes. Clay was promoted to command of 41st Aero Squadron, but the war ended before it could see action. He died during the great influenza epidemic, on 17 February 1919 at the age of 23 years of age – wikipedia information. Even at the young age he was award with Distinguished Flying Cross (DFC) and there the citation for posthumous award: “The Distinguished Service Cross is presented to Henry Robinson Clay, Jr., First Lieutenant (Air Service), U.S. Army, for extraordinary heroism in action near Sains-les-Marquion, France, September 4, 1918. In an action wherein Lieutenant Clay's patrol was outnumbered two-to-one, he attacked the group and shot down the enemy aircraft in flames. He continued in the combat and later attacked two enemy aircraft which were pursuing a plane of his patrol and succeeded in shooting one enemy aircraft down. Again, on September 27, 1918, near Cambrai, France, with one other pilot, Lieutenant Clay observed five enemy planes approaching our lines and, although hopelessly outnumbered, immediately attacked and singled out a plane which was seen to crash to the ground. He was immediately attacked by the other enemy planes and compelled to fight his way back to our lines. (General Orders No. 60, W.D., 1920)”. D- Sopwith F.1 Camel “18”, JB Hickman, “C”, Flight 41st Aero Sqn USAS, early 1919 This particularly scheme is not about the pilot but the squadron, the 41st Aero Sqd with a blue nose and a fantastic badge: a V with a Camel. The only difference for the C version is that is not form a famous ace and its has a blue nose. E- Sopwith F.1 Camel F1430 “13”, EM Kelton, “A” Flight 185th Aero Sqn USAS, October 1918 (1 ? victory) “The 185th Aero Squadron was a Air Service, United States Army unit that fought on the Western Front during World War I. Known as the "Bats", the 185th Aero Squadron is notable as it was the first and only night pursuit (fighter) squadron organized by the United States during World War I. Its mission was night interception of enemy aircraft, primarily bombers and observation aircraft. It was engaged in combat for less than a month before the 1918 Armistice with Germany. After the armistice, the squadron returned to the United States in June 1919 and was demobilized.[2][4] There is no modern United States Air Force or Air National Guard unit that shares its lineage and history. History Origins The 185th Aero Squadron was organized on 11 November 1917 at Kelly Field #2, Texas by the transfer of men from the 24th Aero Squadron. Many of the men had experience flying or maintaining the Curtiss JN-4B "Jenny" trainers. On the 15th, additional men were transferred to the squadron from the 2d Recruit Battalion and 3d Recruit Battalion. On 20 January 1918, the squadron was transferred to Aviation Concentration Center, Mitchell Field, Long Island for duty overseas. After just over a week, the squadron embarked on the RMS Adriatic, arriving in Liverpool, England on 16 February after being delayed in Halifax, Nova Scotia for a convoy. At Liverpool, the squadron boarded a train and arrived at Winchester, England that evening, where it was assigned to the Romney Rest Camp.[2] Training in England On 28 February, the squadron was divided into Flights and placed under control of the Royal Flying Corps for training. "B", "C" and "D" flights were transferred to 4 Training Depot Station (TDS) at RFC Hooton Park in Cheshire. "A" flight was transferred to 63 TDS, RFC Ternhill, Shropshire.[2] At Hooton, the squadron was trained in the airplane repair shop, the engine repair shop and also in motor transport repair. Other men were trained in various clerical duties. The men at Ternhill were trained in a similar manner. The squadron was trained on both Sopwith strutters and Sopwith Camels with rotary engines and Sopwith Dolphin fighters equipped with Hispano-Suiza 8B engines. In April, the 185th Aero Squadron was recombined at RFC Hooton where the squadron continued training. On 16 June, the squadron was inspected by RFC Colonel Mansfield, Commander of the 37 Wing and he expressed his appreciation for the work provided by the squadron, owing to the shortage of British men who were at the front. By July, the men of the 185th were becoming impatient, as it was rumored the squadron would remain in England on a permanent basis, however orders were finally relieved to report to the Flower Down Rest Camp near Winchester on 7 August. After a final inspection at Flower Down, the squadron received a final inspection before boarding a train to Southampton on 11 August. Late the next afternoon, the squadron crossed the English Channel and arrived at American Rest Camp #2 in Le Havre, France. Combat in France The next day the squadron boarded a troop train, bound for the St. Maixent Replacement Barracks, arriving on 16 August. There the squadron was equipped with steel helmets and gas masks and training in the tear gas chamber. On 20 August, the squadron boarded a troop train and proceeded to the 1st Air Depot, Colombey-les-Belles Airdrome, arriving on the 23d. Once the authorities at the depot realized the 185th was fully trained, the men were assigned to aircraft maintenance duties and also at the depot. The need for pilots being so great on 16 September, seventeen squadron pilots were transferred out to fill vacancies in other squadrons at the front, leaving the 185th with two trained pilots, and still without any aircraft to fly. Finally, on 7 October, orders were received to move to Rembercourt Aerodrome and join the 1st Pursuit Group. After a rainy, long, uncomfortable trip by truck, the squadron arrived on the 10th late in the afternoon. On 12 October, fourteen Sopwith Camels were assigned to the 185th and the pilots began trial flights. A few days later, five pilots, who had been transferred out at Colombey returned to the 185th. At Rembercourt, the 185th was designated as a "Night Chase" Squadron, the first of its type organized by the American Army. Night Pursuit work was in its infancy. The Sopwith Camels were planes that were considered almost to be obsolete, except for training. The pilots were not trained in night flying, with many of them never having taken off after dusk. Also, the squadron had to experiment with wing flares, parachute flares and instrument lights. Also the airdrome had no landing lights, and the searchlights and Anti-Aircraft batteries were not versed with American planes flying after dusk. In addition, there were not enough searchlights for the guidance of our pilots, who frequently could not find the airfield at night and had to make forced landings after running out of gasoline. Many accidents were caused and there was a chronic lack of spare parts for the airplanes. Night Pursuit Operations Nevertheless, on 18–19 October 1918, the first orders were issued and the 185th Aero Squadron (Night Pursuit) stood its first alert that night from dusk until dawn. On the night of the 21st the squadron was alerted that there were several enemy aircraft flying over Troyon, and the squadron took off in its first night interception mission. However upon arrival over the area, no enemy aircraft were seen. On the night of the 22d, the squadron made a low-level fight over enemy territory and Lieutenant Kelton fired about 100 rounds into a troop train between Spincourt and Longuyon. However, due to poor visibility, he was unable to report the results. The only aerial combat of the squadron happened on the night of 23 October when Lts Kelton and Johnson were on alert when a report came in that enemy Gotha bombers were over Bar-le-Duc. Immediately, both pilots took off to intercept the enemy aircraft. Kelton reported that he observed searchlights in the Bar-le-Duc area performing sweeps to locate the enemy aircraft. He saw one bomber and fired a burst of 20 shots that struck the aircraft. He then saw another enemy aircraft that he fired a burst of 10 shots at. He observed Anti-Aircraft fire and searchlights in the sky and saw tracer bullets being fired into the air. He fired at long range at the aircraft but the results were unobserved. It was later learned that Kelton and Johnson frightened away the enemy aircraft by their unexpected appearance before dropping all of their bombs. They later jettisoned the remainder of their bombs in an open countryside area as they returned to their lines. Although the 185th did not shoot down any of the aircraft, by disrupting their mission, a symbolic victory was achieved. One pilot was killed in an aircraft accident, Lt Ewing on 28 October. His plane caught on fire and crashed 500 yards southwest of Rembercourt due to a malfunctioning altimeter. Lieutenant Kelton went missing on the 30th. He was on a strafing mission in enemy territory and was shot down. Taken POW, he escaped and walked back to the unit arriving one month later. Active operations of the squadron ended on 11 November with the signing of the Armistice with Germany. Demobilization Daylight Proficiency flights were conducted after the Armistice with Germany, however, no flights were permitted to be flown over German-controlled territory. The squadron remained at Rembercourt for about a month. On 11 December 1918 orders were received from First Army for the squadron to report to the 1st Air Depot, Colombey-les-Belles Airdrome to turn in all of its supplies and equipment and was relieved from duty with the AEF. The squadron's Sopwith aircraft were delivered to the Air Service American Air Service Acceptance Park No. 1 at Orly Aerodrome to be returned to the British. There practically all of the pilots and observers were detached from the Squadron. During the organization's stay at Colombey, the men attended to the usual camp duties. Personnel at Colombey were subsequently assigned to the Commanding General, Services of Supply and ordered to report to one of several staging camps in France. There, personnel awaited scheduling to report to one of the Base Ports in France for transport to the United States and subsequent demobilization.[7] On 6 May 1919, the 185th was moved to Base Station #5 near the port of Brest prior to its return to the United States. Upon arrival the men were caught up on any back pay owed to them, de-loused, a formal military records review was performed and a passenger list was created prior to the men boarding a ship. On 1 June 1919, the 185th Aero Squadron boarded a troop ship and sailed for New York Harbor, arriving on the 28th. It proceeded to Mitchel Field, Long Island on 15 June where the personnel of the squadron were demobilized and returned to civilian life. F- Sopwith F.1 Camel F1471 “12”, 185th Sqn Aero USAS, March 1919 The scheme is the most awkward of all schemes as you got in this box, a total white fuselage. The squadron is the 185th Aero Sqn USAS so nothing more to say about this Sqn but its believe that was delivery to this Squadron 2 days after the Armistice being unknown the pilot. The beautiful White Camel with a bat badge (a very first batplane??) is a very strong argument to get the version of the Camel. So Batman fans just go and treat yourself! Verdict Well, this will sound very repetitive but is the perfect kit of a great plane. Having built the Clerget engine version from the final test shot I do know for a fact that this little Camel is a gorgeous model that it`s not difficult to build, with tons of details on the cockpit, on the engine and well-made rip-tapes. The decals are perfect register colour and fantastic options. VERY VERY VERY highly recommended. My sincere thanks to Wingnut Wings for this review sample. Francisco Guedes
  23. 1:32 Sopwith F.1 Camel “Le Rhône” Wingnut Wings Kit No. 32071 Available from Wingnut Wings for $79,- Introduction Today we look at our fourth Sopwith Camel, being the Le Rhône engine version. Now you may think: big deal. It’s the Camel sprues with a Le Rhône engine thrown in for variation. Yes and no. But in order to really assess this is to take a look at our other reviews too: F.1 Camel ‘BR.1’ F1 Camel ‘Clerget’ 2F.1 ‘Ship’s Camel’ Stay tuned for the USAS Camel review on LSM soon. As I have done with the Ship’s Camel review, I will try to help you choose from 5 equally great Sopwith Camel kits. Why should I choose the Sopwith F.1 Camel “Le Rhône”? To the untrained eye the WW1 era rotary engines are pretty hard to discern. But when you look closely you start to spot a lot of obvious differences. Even between this Le Rhône 9J 110HP and it’s predecessor the Le Rhône 9C 80HP. The 9J has round copper intake manifold tubing on the back of the engine, whereas the 9C has square shaped manifolds which are seen from the front. This French origin little engine (100cm in diameter) was pretty interesting. It was built under license in Britain and Germany. The latter being named the Overursel UR.II. The 110HP addition to the name ofcourse indicates the amount of power it could whip up, but this engine was known to produce higher output depending on make, circumstances and ‘tuning’. Is this why you should choose this kit? Nah… I mean: the Clerget and Bentley engines had nominated output of 140HP and 150HP. The Le Rhône engine. Not the round shaped copper manifolds running to the back: One of the pro’s the Le Rhône engines had was the hydraulic Constantinesco interrupter gear for the guns, while the Clerget Camels had the less efficient Sopwith-Kauper No. 3 mechanical synchronizing gear. The hydraulic system was way more reliable and used impulses transmitted by a column of liquid to enable the gun trigger. Quite intricate for the day! This is all cool, but not visible on your model, so still no real good reason to choose this kit So let’s take a look at the schemes included in this kit (I usually do this at the end of my review). The Le Rhône Camels were used pretty late in the war, which means you can beat them up a little and you’ll find some colourful schemes. Scheme A gives you Camel B5417 ‘11’, flown by GAC Manley. “B” Flight 54 Squadron RFC, February 1918. This plane was forced to land behind enemy lines during an offensive patrol flight and photo’s were taken while it was on the ground. No cowling, stressed skin, broken tail skid. This could be a cool dio… Here it is on the ground. This is a different photo than shown in the booklet. Here the ailerons are still up and the fuselage looks less damaged: Scheme B shows Camel B5423 “6”, flown by FM Ohrt. “A” Flight 54 Squadron RFC, January 1918. Another Camel that was forced to land behind enemy lines while on offensive patrol after being hit by ground fire. The photo’s in the booklet show a pretty battered Camel. Chipped paint on the wheel covers. Even one cover missing (so you can replace it with a spoked wheel from Steven Robson). Both scheme A and B give you a chance to build a captured Camel that went through a rough landing. Scheme C is F.1 Camel C1555, dubbed “Suds”, flown by Francis L Luxmoore & Sydney P Gamon. 78(Home Defense) Squadron RFC, January-February 1918. Now here is a colourful scheme! It was equipped for night flying missions in the form of Holt lights and flares. The fuselage and wheel covers are thought to be light blue, but this however is not 100% certain. Still it would make for a nice change of all the green fabric! Scheme D shows F.1 Camel F2137 “U”, flown by Donald R MacLaren. “C” Flight 46 Squadron RAF, September-October 1918. We’ve got a real Ace on our hands here! The Canadian Donald Roderick MacLaren had 54 victories on his name. His last 9 victories were achieved in this particular plane. Red wheel covers, red pointy spinner and red/white stripes along the fuselage. When celebrating his last victory he broke his leg, after which he was sent back to the UK from the battlefields in France. After the war he assisted in setting up the Royal Canadian Air Force. He died at the age of 95 in 1988. You can find his medals today in the Canadian War Museum. So in short: if you’re from Canada… you HAVE to build this scheme! Take a look at MacLaren in wartime: And here later on in his life, after making a name in the Canadian Air Force and civilian aviation: Scheme E shows F.1 Camel F2141 “L”, flown by H Burdick. “B” Flight 17th Aero Squadron USAS, August – October 1918. This is a tricky one. This United States unit flew under the command of the RAF. Therefor you see RAF markings (like the white dumbbell on the fuselage). To make things more confusing this white dumbbell was also used by 45 Sqn in Italy at about the same time… Howard Burdick was born in Brooklyn, New York and had 8 victories to his name. Pretty cool detail: Howard’s son became a P-51 Ace in ww2. Howard died in 1975. Why you should build his plane? He was awarded the DSC (Distinguished Service Cross). Here’s why: The Distinguished Service Cross is presented to Howard Burdick, Second Lieutenant (Air Service), U.S. Army, for extraordinary heroism in action northwest of Cambrai, France, September 28, 1918. Attacked by two Fokker biplanes, Lieutenant Burdick outmaneuvered both machines, shot one into flames and routed the other one. Later, seeing three Fokkers attacking an American aviator, he at once dove into the combat to his assistance, shooting down one and driving off the other two. His quick and unhesitating attack, single-handed, on the three Fokkers save the life of his fellow pilot. And here's the man himself: Survivors As far as I could trace there is only one ‘air worthy’ Sopwith F.1 Camel with a Le Rhone engine left today. It changed hands a couple of times and is now for sale. It’s over 90 years old, has it’s original data plate and is overall original. If you want it, you can own it. For a mere 2.8 million dollars on the Vintage Aviation website: Link. All in all there are about 8 original Camels left in Museums worldwide, but many are restored and have many parts reproduction parts, new fabric and non original engines. Here's the B6291 as it was in 1993. Beautiful. The kit The kit itself is pretty comprehensible when you open the box. Five plastic sprues, some photo etch and decals. The A, B, C and D sprues are the same for the Clerget, Bentley and USAS kits. You can tell this by the four cowlings included on the A sprues and the separate engine sprue E. Sprue D shows a bit of warping in the sprue itself. The parts however are not affected. I have seen this on both my kits and read about it on some forums, but don’t sweat it: the parts are fine. The kit consists of: • 165 plastic parts • 17 plastic parts that make up the Le Rhone 9J 110HP engine • Optional cut down cockpit section (for scheme E), Holt Lights & Flares (for scheme C), Cooper bombs and optional small and large cut out top wing sections. • 10 photo etched parts • Cartograf decals Sprue A (containing cowlings, cockpit, wheels, struts...) Vickers guns: The middle cowling in this pic. That's the one you need... Sprue B. Wings parts, fuselage, instrument panel... Cockpit combing: Delicate fuselage surface detail: Inside fuselage. Ejector marks well out of way: Instrument panel with nice depth and detail: Lower wing detail. Not the control pulley and stitching detail: Upper wing with small cut out. A version with large cut out opening is included as well. C Sprue (transparencies): D Sprue (with wings, tail, rudder, prop, etc..) This is the only prop you'll need for this kit: Control stick and rudder controls: Looks at the delicate fabric over the ribs. Not overdone. just right: Sprue E. The Le Rhone 9J engine! Only 17 parts but a gem once assembled: Manifolds and push rods: Photo etch parts: Cartograf decals. Thin. 100% Registered. Great colours and detail. As always. Verdict Yes. This is the perfect kit of a great plane. Nothing more you can wish for. 5 late war schemes of the Le Rhone powered version. Really well researched as we have come to expect from Wingnut Wings. Superbly detailed and complete. The little Le Rhone engine is crisp and delicate. Really nothing more you could wish for… VERY highly recommended. My sincere thanks to Wingnut Wings for this review sample. Jeroen Peters
  24. 1/32 Fokker D.VII “Early” Wingnut Wings Catalogue # 32067 Available from Wingnut Wings for $99 plus shipping The Fokker D.VII was a German World War I fighter aircraft designed by Reinhold Platz of the Fokker-Flugzeugwerke. Germany produced around 3,300 D.VII aircraft in the second half of 1918. In service with the Luftstreitkräfte, the D.VII quickly proved itself to be a formidable aircraft. The Armistice ending the war specifically required Germany to surrender all D.VIIs to the Allies. Surviving aircraft saw continued widespread service with many other countries in the years after World War I. The D.VII entered squadron service with Jasta 10 in early May 1918. When the Fokker D.VII appeared on the Western Front in April 1918, Allied pilots at first underestimated the new fighter because of its squarish, ungainly appearance, but quickly revised their view. The D.VII was also noted for its high manoeuvrability and ability to climb at high angles of attack, its remarkably docile stall, and its reluctance to spin. It could literally "hang on its prop" without stalling for brief periods of time, spraying enemy aircraft from below with machine gun fire. The D.VII also had problems. Several aircraft suffered rib failures and fabric shedding on the upper wing. Heat from the engine sometimes ignited phosphorus ammunition until cooling vents were installed in the engine cowling, and fuel tanks sometimes broke at the seams. Aircraft built by the Fokker factory at Schwerin were noted for their lower standard of workmanship and materials. Nevertheless, the D.VII proved to be a remarkably successful design, leading to the familiar aphorism that it could turn a mediocre pilot into a good one, and a good pilot into an ace. Manfred von Richthofen died days before the D.VII began to reach the Jagdstaffeln and never flew it in combat. Other pilots, including Erich Löwenhardt and Hermann Göring, quickly racked up victories and generally lauded the design. Aircraft availability was limited at first, but by July there were 407 in service. Larger numbers became available by August, when D.VIIs achieved 565 victories. The D.VII eventually equipped 46 Jagdstaffeln. When the war ended in November, 775 D.VII aircraft were in service. Armament was 2 × 7.92 mm (.312 in) LMG 08/15 "Spandau" machine guns, and the type was powered by either a Daimler-Mercedes D.IIIa/aü, or a BMW IIIa. Maximum speed was between 117mph and 124mph, dependent on powerplant. (Courtesy of Wikipedia) The kit For those that missed out on the four previous release versions of this kit, I suspect the release of Wingnut Wings’ Fokker D.VII (Fok) “Early” kit, will come as welcome news. Dare I say that I also suspect that for those that love this aircraft and bought the previous releases, this will also find a place in the stash. Well, the next time I expected to see the D.VII was in the fabled ‘Special Edition’ kits that have been mooted for some time, but I’m certainly not complaining about seeing another boxing of this beautiful kit. Wingnut Wings’ Fokker D.VII is already a proven kit in terms of engineering and fit, but seeing as the original kits were released 4 to 5 years ago, I’ll take a fresh look at the whole thing again, for the benefit of those who don’t know what this kit offers, and of course to highlight the differences between this and the original (Fok) release. I personally think that the D.VII was one of the prettiest and most aesthetically pleasing aircraft of The Great War, and Steve Anderson’s silver-lined box art captures its lines beautifully. The sides of the box show the FIVE schemes offered in this release with Ronny Bar’s exceptional profile artistry. Inside the box, there are EIGHT medium grey sprues and a single clear sprue, all individually bagged to prevent damage to the fragile parts contained therein. You like decals? Good, as there are FOUR large sheets with this release. A single photo-etch fret is included too. Lastly, a glossy, full colour instruction manual completes the ensemble. The Wingnut Wings release spiel is as thus: Very simple rigging 4 high quality Cartograf decal sheets including fitted ‘Fokker streaky camouflage’, 4 & 5 colour lozenge and markings for 5 early production aircraft 210 high quality injection moulded plastic parts including 19 parts exclusive to Fokker built aircraft (plastic parts are the same as 32011 Fokker D.VII (Fok)) 8 photo-etched metal detail parts Optional cowlings, propellers, low & mid height gun mounts, cockpit coamings, windscreens, low & high exhausts 180hp & 200hp Daimler-Mercedes engines Fine in scale rib tape detail Full rigging diagrams Sprue A As is typical with many WNW releases, this sprue tends to hold many of the smaller components from around the airframe. With the exception of the tubular cockpit sidewalls, you will find almost every other cockpit part moulded here, as well as the fuel tank and gauge, engine firewall, empty ammo bin, gun mounting cross member frames and ammunition feed bin. The latter parts to be used with this release are the MID and LOW brackets and ammo feed bin. Please ensure you decide which aircraft you are building before you set out, as these small differences will mean the difference between accuracy and the unmentionable. Also, don’t confuse these similar parts, as there are ones also supplied for the HIGH mount, which aren’t applicable to this release. The cockpit itself is superbly appointed, with nicely detailed floor, pilot seat (with PE belts) and optional cushion, rear bulkhead with filigree canvas lacing detail, spark advance lever, fuel tank pressurising pump, control column and grip with throttle control, tachometer, and a compass/gimbal. Whilst two instrument boards are included, only one of the parts is suitable for the early D.VII. This is to be fitted with a Bosch magneto, and decals are supplied for the instruments themselves and the various signage on the panel. An optional altimeter is included with the only proviso that you don’t fit it on the right hand side when building option A, with the streaky Fokker finish. Other parts on this sprue include the inner and outer radiator panels (two other sets of parts included, but not for use here), lower engine cowl (common to all versions on this kit), empty belt chutes, optional Oigee gun sight, undercarriage struts and spreader bar (with moulded bungee detail), rudder, tailskid etc. Sprue B Here you will find the fuselage halves, moulded with beautifully subtle external details such as the control cable grommets. Externally, there isn’t much else to see, which is the nature of the aircraft. Due to the various permutations of engine cowl etc. the forward fuselage ends just before the first cowl plate (or in this case, the fabric panels that were a feature of the early machines). This sprue contains many fragile parts, such as the sidewalls cabane struts and engine bay frames. The very nature of these parts means that WNW has moulded small tags onto them which are used for mould pin ejection. This is a neat idea which means that the part itself isn’t impinged upon with ejector pin marks. Of course, you’ll need to snip all of these away and clean up the gate point, but the trade-off is a beautifully fine moulding. With the sidewalls, you will need to snip away the innermost forward stanchion. Some frames on other manufacturer-built airframes were shorter, and the kit parts cater to all versions. The cockpit frames are very fine and very detailed. As with many parts in this kit, I advise that you use a fine razor saw to remove them so that your cutters don’t cause distortion when you clip through the plastic. Other parts here include the lower cowling sump panel, radiator piping and two exhaust options. The only part not pertinent to this release is the oil tank. Sprue C The clear sprue. Not a lot here to talk about except to tell you that it offers two windscreen options with nicely defined frame lines, and the parts are perfectly clear. Sprue D (x2) Of course, you’ll find here the parts for which there are multiples of the same, such as the wheels, separate wheel hubs, axle captive nuts, outer inter-plane struts, ailerons, machine guns, control horns etc. Two Spandau options are given here. These are for the standard plastic guns, and one for a jacketless MG. Onto this will fit a rolled PE jacket for more authenticity. A plastic former is also included for you to roll your flat brass part around. The wheels are quite nice too. These are moulded with separate outer hubs, and within the main wheel hub, a little spoke detail is moulded, along with the nipple to inflate the tyre. Alas, this detail won’t be seen for this version of the D.VII, as the hubs have a fabric patch and not the actual opening. Aileron detail is negligible, as there was barely any rib detail to be seen on the real aircraft. Note that the ailerons aren’t handed either, meaning they are interchangeable. No worries about gluing the port to starboard etc. Sprue E ‘E’ is for engine. In this case, the early D.VII flew with either a Daimler-Mercedes 180 D.IIIa or 200hp D.IIIaü. There are a good number of parts not for use here, such as the Heine and Wolf propellers, plus a sump, rocker covers etc. Still, there are enough parts here to satisfy the ardent detail fanatic. The engine itself comprises around 25 parts, with options of course for the water-cooled intake manifold and plumbing, plus the flywheel. If you aren’t fitting the latter, you can add a generator. I would say check your references, but I don’t think that old cliché is useful when you’re dealing with an aircraft from around one century ago. An air pump is an option if you’re not fitting the water-cooled parts. Sprue F Only two parts here; the full span upper and lower wing panels for the upper wing. These are moulded sans ailerons, so you may pose these dynamically, should you wish. Surface detail really is excellent, with a highly realistic doped fabric appearance and rib caps/tape detail. Leading edges have finely moulded wing stacking pads, and strut locating points are clean. It would be worthwhile just drilling out the holes further for the control cable points, but remember, that the D.VII itself doesn’t have much in terms of rigging, which will doubtless please a lot of modellers. Wing trailing edges are very thin too, with light being visible if you hold them up to a lamp. This area also has a subtle scalloped finish, as would be the result of the doped fabric pulling on the wire trailing edge of the real aircraft. As the D.VII’s upper wing is relatively thick, WNW has included some locating points within the wing, that after gluing, should provide some nice reinforcement and prevent the wing from being squeezed and cracking any glued joint. Sprue H This is another sprue that’s common to all previous D.VII kit releases, and it contains a full-span lower wing panel with upper port and starboard panels, two upper cockpit deck options, the single-piece stabiliser and elevator. Wing and tail-plane detail is again superb and restrained, with positive strut positions where appropriate, and nice elevator hinge detail on the stabiliser. The elevator itself is, like the aileron in that detail is limited. Again, this is correct. You will also find two upper fuselage/cockpit decks here. Sprue I This is the last grey sprue and it contains the various permutations of cowl parts including both side and upper panels. This contains two different sets of side panels, a single nose cowl and three options for upper engine cowls. Other parts are included for these, but they aren’t applicable to this specific release. One set of side cowls will need to be modified if you are using the louvered option. This involves cutting out a hole for the low exhaust stack, and the removal of four forward louvres. Parts for the undercarriage wing are found here too, and this version doesn’t require you to cut and shorted them. With regards to the plastic, there really isn’t anything to fault anywhere on this kit. Seam lines are negligible, flash is pretty much non-existent, and ejector pin marks won’t hinder you. No sinkage etc. can be found anywhere. This model will be a joy to build from that perspective. Photo Etch The parts on this look identical to the previous D.VII releases, but the layout is different. This may be to incorporate the nameplate that is now a part of WNW releases. Either way, these parts are interchangeable with those of the previous releases. Here you will find the Spandau MG jackets, end caps and reticules, seatbelts and the MG flashguards. Quality is excellent, with parts being held in situ by small tags that will be easy to cut through. Decals As previously stated, there are FOUR large decal sheets here, printed by Cartograf. It’s great to see WNW add a Fokker streaking decal set when only one of the schemes actually calls for it all (with the exception a small fuselage piece on one other scheme. This is quite strange when you consider that they don’t include the black and white stripy decal for Bruno Loerzer’s machine. It’s very easy to mask off though, but they have included full side pattern decals in other releases. One sheet contains a full suite of streaking decal (with some sections not for use), and wheel hub outer edge decals. One sheet contains a set of 4-colour upper and lower wing lozenge, and another has 5-colour lozenge, but this time, the lower lozenge represents the coat of light blue paint that was applied. In a twist, the first scheme that employs the streaking decal, also includes the lighter lower wing lozenge applied to the UPPER surfaces! I can guarantee that if you have this finished model on your club stand, someone will tell you that you did it wrong! Probably my favourite scheme of them all, and they are all worth building. The remaining decal sheet contains all of the national markings, motifs, as well as some tail-plane lozenge and sections of lighter lozenge that fit within the cockpit area (for the non-streaky fuselages). More lozenge is included to wrap around the upper cockpit frame and some pieces for the rear bulkhead. Cockpit instrument and signage decals are included, as are a full set of stencils. All decals are glossily printed, thin and contain minimum carrier film. Colours are solid and authentic, and printing is in perfect register. The FIVE (actually six!) schemes are: Fokker D.VII, 262/18, Emil Thuy, Jasta 28w, mid-1918 (35 victories) Fokker D.VII, Rudolf Berthold, Jasta 15/JG2, mid-1918 (44 victories) Fokker D.VII, Max Kliefoth, Jasta 19, October 1918 (3 victories) (SCHEME C1) Fokker D.VII, Hugo Schäfer, Jasta 19, October 1918 (SCHEME C2) Fokker D.VII, Reinhold von Benz, Jasta 78b, August 1918 (1 victory) Fokker D.VII, Bruno Loerzer, Jasta 26/JGIII, November 1918 (44 victories) Schemes C1 and C2 are very similar with the exception of the nose, undercarriage and cabane strut colours, hence the inclusion of both options. Instruction Manual No one does these quite like WNW. This glossy A4 publication contains 26 pages, printed in full colour and begins with a parts map and colour references which are used throughout the construction process. The illustrations are in drawing style, and generally coloured in greyscale, but blue is used to highlight new parts addition, and yellow where PE parts are to be added. Full colour illustration is also supplied for key areas, such as the cockpit and engine, giving the modeller an immediate idea about how things should look once painted, despite the references being given throughout construction. Contemporary and period photographs are included, and the last pages are taken over by the excellent colour profile work of Ronny Bar, with some historical and scheme notation. Decal placement is easy to follow, as is the colour guide. Conclusion I'm more than sure that this new release will be more than welcome by WNW enthusiasts, and not least those that missed out on the previous four incarnations of this kit. The Fokker D.VII is packed full of just about every detail you could wish for, with maybe only a little wiring needed here and there. This really is a very comprehensive kit, and one that builds perfectly. Again, it's great to see a number of machine-specific options included here, and a total of four large decal sheets to create another series of beautiful examples of this important aircraft type. Price-wise, I don't think this can be beat. Building this model really is an adventure, and a thoroughly enjoyable one at that. Now, I wonder if we'll see any WNW separate decal sets for this release! Very highly recommended My sincere thanks to Wingnut Wings for the sample reviewed here. To purchase directly, click THIS link, or check your local distributor.
  25. 1:32 Sopwith 2F.1 “Ship’s Camel” Wingnut Wings Kit No. 32076 Available from Wingnut Wings for $79,- Introduction ‘Wingnut Wings will never do a Camel’. A bold statement that was often heard amongst WW1 aviation enthusiast modellers… Reason being that Wingnut Wings plotted their own course and the Camel had been done before by the likes of Hobbycraft and Academy. Italeri very recently even did a re-pop of the rather mediocre Academy kit. Why no other brand (Roden for instance) ever tackeled the Camel before I really don’t know and is beyond me. At one time I bought an Academy kit and the Part Photo etch set (very nice by the way) with the intention of building it. Man… am I glad I didn’t, because now we have no less than 5(!!) amazing Wingnut Wings Camels to choose from! Since James Hatch already wrote thorough in box reviews of the F.1 Camel ‘BR.1’ and the F1 Camel ‘Clerget’ I will steer my review in a different course. Where he zooms in on engineering excellence, I will try to approach this kit a little bit differently. What I will do is try to answer a question for you. Being: Why should I choose the Sopwith 2F.1 “Ship’s Camel”? To answer this question, I will start by addressing the changes between a ‘normal’ Camel and the ‘Camel’ that was hoisted on board Naval ships and slung of them. Changes were: It had a rear fuselage that was detachable (cool for diorama’s and transport scenes).The separation point was right behind the pilot’s position. This feature was introduced to make transportation and stowing on board easier / possible. See the photo below for an example of both. The armament setup was different too. Instead of the usual 2 nose mounted Vickers guns, the Ship’s Camel only had one nose mounted Vickers, and in addition had one Lewis gun mounted to the top wing center section. This setup was called the Admirality Top Place Mounting. The Ship’s Camel also had a narrower wingspan (13 inches, or 33cm). The rear fuselage contained floatation bags. The cabane struts were made of steel tube. The control column featured external control levers for the elevator cables. All Ship Camels were Bentley BR.1 powered. So now that we’ve covered most of the differences, let’s see what reason’s I can come up with to promote the Ship’s Camel to you. Survivors There are 2 original 2F.1 Ship’s Camel on display today! You’ll find the RAF N8156 in the Canadian Aviation Museum. The other one is the N6812 on display in the Imperial War Museum in London. This particular plane has some history. It was flown by Flight Sub-Lieutenant Stuart Culley who shot down Zeppelin LZ100 with it in august 1918. So why is the above cool? Because this means there is plenty of walkaround reference available. Culley's N6812 suspended in the Imperial War Museum London. Diorama opportunities This rugged little fighter was flung of ships in several different ways. Either from a platform mounted on top the huge guns of a destroyer, or from a small naval vessel consisting of only a small hull and a platform to match in size. Fellow forum member Michael Scarborough did an amazing diorama of a Sopwith Pup. Michael Scarborough's amazing Sopwith Pup diorama. Here's another fine diorama example with a Sopwith Pup. This time by modeller Oefag_153 from Sweden. The figure is from Wings. Enough Pup's... Here's a Camel taking off! One more cool inspiration pic... Another way to go is do a ‘transport scene’. Since the Ship Camel was transported with the rear fuselage separated, you can hang half a Camel dangling from a crane (see photo) or place both parts on a WW1 lorry. Wingnut Wings provides us with a great reference photo in the instructions. The forward part of the Camel hanging from a crane. I can see myself building this... Or like this... Not the rear part of the fuselage on the back of the lorry. As described above under ‘survivors’, the N6812 is heavily documented and photographed. I suddenly see an in-flight diorama with a part of Zeppelin hull in an angle below it! And, not surprisingly, the N6812 is included in the schemes provided in this kit… And here's some inspiration for the cockpit figure (not sure what brand. I believe Wings Cockpit figures) done by David Parker: The kit So let’s take a look at the sprues! As said: the Ship Camel has a slightly different fuselage, a shorter wingspan and different weapons layout. The kit consists of: • 170 plastic parts • 16 plastic parts that make up the Bentley BR.1 engine • Optional wheels, propellors (2 types) and bomb rack • 7 photo etched parts • Cartograf decals Sprue A: Wheels, Cowlings, gear, cockpit parts, bombs and struts... Four cowlings! But we only need the bottom/left one for this kit... Two types of wheels are provided. The difference is the pronounced spokes showing through the linen. See below. Yes you can replace this whicker seat for a resin one. But why? Gorgeous. The cushion of the whicker seat. Lovely wrinkles... These Vickers guns keep getting better and better. Shame we only need one for this plane 4x 20lb Cooper bombs... Great for the N6823 during the Tondern Raid. This are the gear struts to use. They were metal and stronger than the ones' normal Camels had. Cockpit sidewall. Sprue B Ship's Camel fuselage, lower wings, Lewis gun, upper deck and instrument panel. Note the hole for one Vickers gun, instead of two. I just love that inspection window for the controls. Also note the small attachment points, for hoisting this baby onboard! Lovely surface detail... Look at those twist-fasteners... Inside shown below, with the sink marks well out of the way: A crisp instrument panel. A little bit of sinkage on two dials, but that's an easy fix. Apply decal and use a drop of Micro Crystal. Here she is! The Lewis gun. A prominent feature on the Ship's Camel. This setup was called the Admirality Top Place Mounting Sprue C That's clear The only parts we need are 5 inspection windows and the windshield. Crisp and transparent as always... Part 9 (top right) is the windshield we'll use. Sprue D Wings, props, control surfaces, skid and stick! This prop is used on A, B, C and E schemes. Scheme D however can also be finished with this prop. Lovely ribbing detail on the rudder. Subtle, not overdone. The same goes for the ribbing on the main wings... Stitching and ribbing is done just right. Sprue E The Bentley BR.1 engine. I can imagine someone using a Taurus engine for a DH.2 or Fokker E3, where the engine is clearly visible. With the Camel most is enclosed. For this purpose this little gem is more than detailed on it's own. See what I mean? The photo-etch The decals Done by usual suspects: Cartograf. Instruction booklet With some of the most obvious differences for the Ship's Camel. Schemes A –Sopwith 2F.1 Camel N6602, HMS Furious, April 1918 This plane also flew from the HMS Narnia, HMS Lion, HMS Glorious and HMS Caroline. B –Sopwith 2F.1 Camel N6764, HMS Lion, April to June 1918 This plane had it’s fuselage and wings re-covered with linen, giving it the rare light appearance. C –Sopwith 2F.1 Camel N6812, flown by Stuart Douglas Culley, 1 victory over Felixstowe, 11 August 1918 This is the plane on display in the Imperial War Museum in London that show down Zeppelin L.53. D –Sopwith 2F.1 Camel N6822, HMAS Sydney, July to October 1918 Also served on the HMAS Melbourne and HMAS Australia. E –Sopwith 2F.1 Camel N6823, flown by Samuel Dawson, HMS Furious, 17 to 19 July 1918 Now this scheme has my name written all over it. It actually was a camouflage scheme, applied to take part in the first recorded aircraft carrier strike on a Zeppelin base. This mission was called the Tondern Raid. Curious about this mission? Check this link! Verdict Yup, Wingnut Wings has another winner on their hands and this time it’s not just a matter of quality, but moreover… subject! The Camel is the Allied epitome of WW1 aviation and will speak to a wider audience than just WW1 aviation enthusiasts. Come to think of it: this will even speak to Naval enthusiasts. I think it’s amazing WnW held out for as long as they did with this subject, but man, when they deliver,.. they deliver! Now all I want is to see a whole bunch of these built! Preferably by the people asking, begging, screaming, moaning about a proper 32nd scale Camel. VERY highly recommended. My sincere thanks to Wingnut Wings for this review sample. Jeroen Peters
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