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Found 76 results

  1. 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!!!!
  2. 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.
  3. 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?!?!!!
  4. 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.
  5. 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.
  6. 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.
  7. 1/32 Albatros D.V/D.Va ‘Jasta 5’ Green Tail Trilogy Wingnut Wings Catalogue # 32701 Available from BlackMike Models for £175.95 History The Albatros D.V was a fighter aircraft used by the Luftstreitkräfte (Imperial German Air Service) during World War I. The D.V was the final development of the Albatros D.I family, and the last Albatros fighter to see operational service. In April 1917, Albatros received an order from the Idflieg (Inspektion der Fliegertruppen) for an improved version of the D.III. The resulting D.V prototype flew later that month. The D.V closely resembled the D.III and used the same 127 kW (170 hp) Mercedes D.IIIa engine. The most notable difference was a new, fully elliptical cross-section fuselage which was 32 kg (71 lb) lighter than the partially flat-sided fuselage of the earlier D.I through D.III designs. The new elliptical cross-section required an additional longeron on each side of the fuselage and the fin, rudder and tailplane initially remained unchanged from the D.III. The prototype D.V retained the standard rudder of the Johannisthal-built D.III but production examples used the enlarged rudder featured on D.IIIs built by Ostdeutsche Albatros Werke (OAW). The D.V also featured a larger spinner and ventral fin. The D.V entered service in May 1917 and structural failures of the lower wing immediately occurred. In 2009, Guttman wrote that "Within the month, Idflieg was doing belated stress testing and concluding, to its dismay, that the D V’s sesquiplane wing layout was even more vulnerable than that of its predecessor". The outboard sections of the D.V upper wing also suffered failures, requiring additional wire bracing, and the fuselage sometimes cracked during rough landings. Against these problems, the D.V offered very little improvement in performance. Frontline pilots were considerably dismayed and many preferred the older D.III. Manfred von Richthofen was particularly critical of the new aircraft. In a July 1917 letter, he described the D.V as "so obsolete and so ridiculously inferior to the English that one can't do anything with this aircraft". British tests of a captured D.V revealed that the aircraft was slow to manoeuvre, heavy on the controls and tiring to fly. Albatros responded with the D.Va, which featured stronger wing spars, heavier wing ribs and a reinforced fuselage. The modified D.Va was 23 kg (51 lb) heavier than the D.III but the structural problems were not entirely cured. Despite its well-known shortcomings and general obsolescence, approximately 900 D.V and 1,612 D.Va aircraft were built before production halted in early 1918. The D.Va continued in operational service until the end of the war. Courtesy of Wikipedia The kit Whilst Wingnut Wings have releases a number of Duellist kits over the last years, containing a single protagonist from each side of the conflict, I really don’t think any of us were expecting to see a triple release of a single type! It is quite an inspired choice though, as the Albatros D.V/D.Va carried such great schemes that it really would be folly to build only the one of them. I still have numerous decal sheets and a couple of Albatros kits in stash that need my attention. This release only serves the necessity to start building them soon! The Green Tail Trilogy release contains parts to build THREE whole kits under one roof, and this is packaged into a box with a large footprint. The lid contains another Steve Anderson classic showing three of the birds at cloud height, breaking formation whilst a battle rages in the background. ELEVEN schemes are included, and these are shown on the box edge. Inside the box, we are treated to a total of EIGHTEEN runners of medium grey styrene, and THREE of clear. Of course, there are multiples of these due to the kit nature, and all are packed individually. There are also THREE frets of identical PE parts, and a whopping TWELVE (count ‘em!) large decal sheets, plus a small additional one! Lastly, a thick, 32-page instruction manual is included. Let’s have a look at this release, frame by frame, taking into account any options presented. Wingnut Wings’ kit spec is as thus: Relatively simple rigging 12 high quality Cartograf decal sheets with markings for 11 aircraft from Jasta 5 including 5 colour lozenge and rib tapes 456 high quality injection moulded plastic parts to build 3x Albatros D.V or D.Va models Optional windscreens, flare gun and propellers Highly detailed Daimler-Mercedes D.III & D.IIIa engines 33 photo-etched metal detail parts including LMG 08/15 "Spandau" cooling jackets Fine in scale rib tape detail Full rigging diagrams Frame A (x3) This tends to be the frame which holds the majority of the smaller parts, including those of the cockpit. The Albatros has a highly refined and detailed interior and every part on this frame, with the exception of one, is slated for use with this release. Of note are the eight semi-monocoque bulkhead formers that stretch from the engine bay through to the rear of the pilot. Beautifully detailed with excellent and clean lightening holes and associated detail, these form the very basis of this incredibly detailed interior. The open nature of the cockpit ensures that you'll see a lot of this detail, and modelling your aircraft with the engine covers removed will ensure that you'll see the highly detailed structures within the engine bay. Engine bay bulkheads are linked together as a module by the addition of the engine bearers which sit onto small ledges on the formers. The bearers are perfectly notched to accept the Mercedes engine. Other interior parts to be found here include the pilot's seat and separate mounting framework, cockpit floor, control column, fuel priming pump, grease pump, two part fuel tank, ammunition magazines, empty belt container, instrument board and shelf, Spandau MG mounts, starting magneto, engine control panel, and rudder pedals etc. An oil tank is also included for installation to the engine bay. Whilst in the area of the engine, you'll also find the exhaust here. This is a single part which will need its outlet opening up a little for some realism. If you want further realism in this area, REXX produce some beautifully detailed hollow metal exhausts, complete with an authentic patina to them. If your specific machine carries the Oigee gun sight, this frame is where it is to be found. The simple difference between this frame and the ones in the earlier kits, is that here you have both the D.V and D.Va parts included, instead of specifics being removed to suit the individual releases. These parts include the different ailerons and control stick that were specific to the particular types. The Albatros' undercarriage is to be found here also. This comes in the form of two v-struts with moulded bungee detail, and also an axle/spreader bat, complete with fairing. Again, detail is exquisite. Lastly, we have the fuselage cabane struts and the upper wing ailerons. Both ailerons and the aforementioned control column are moulded onto a small, adjoined frame, still classed as Frame A. Frame B (x3) All parts here are exclusively flying surfaces.. A single piece upper wing is to be found here, minus those ailerons of course. Wing detail is just superb, with a highly effective fabric and rib representation, including perfect rib tape detail and recesses for the two radiator options which this kit provides. A slightly scalloped wing trailing edge is the result of the wire which formed this area, under tension from the doped fabric. This looks excellent, and is further enhanced with the very fine and thin moulding in this area. Rigging holes are also moulded, alongside very positive plug holes for the struts. Thankfully, there are few struts on this model, and I personally think that the Albatros would be an idea candidate for a modeller wishing to try their hand at this genre. Rigging is also relatively easy too. Separate lower wing panels have a tab moulded to their connection point. This plug cleanly into the fuselage, with the correct wing angle being the result due to the kit design (perfectly bevelled and shaped wing root butt join too). The very same finesse of detail is also seen here, as with the top wing. The Albatros' very distinctive tail shape is provided by separate port and starboard stabilisers and a single piece elevator. Fabric and rib tape detail is excellent, whilst the elevator and rudder exhibit fine ribbing detail. Frame C (x3) This is the clear frame and contains three separate windscreen options; all of which are appropriate for this release. Clarity is excellent and all parts flash free. Frame D (x6) There are 6 frames included here because each model will utilise two of them. Here we find many parts for which the model requires two. These include the wheels and their separate external hubs. Two hub options are provided for use here, with one of them having a neat little access port moulded which represents the plate through which you would access the tire inflation nipple. Wheel to axle captive nuts are here also. Two outerwing strut options are included, and are to be used with this release. As with other Wingnut Wings releases, this kit contains TWO options for the Spandau guns. If your modelling skills shy away from rolling photo etch metal, then a simple option is to use the single part MG, with integral cooling jacket. The only other piece to be fitted here would be the cocking handle, but here, you need to remove the actual handle part. For detail freaks, an MG without the jacket is provided, and you can choose to roll the PE jackets supplied. A forward PE gun sight reticule is also provided. Even if you wish to use the simple option, you'll find the detail is first rate, and some careful painting will give you a very authentic looking gun. Other parts on this frame include the aileron pulleys which sit within the cockpit, and the cockpit bulkhead spacer rods. Frame E (x3) Yet again, E is for engine, as this frame contains the various generic parts for different versions (160hp and 180hp) of the Mercedes D.III. Of course, a number of parts here aren't to be used, including the water pump and water-cooled intake manifold/pipes, electrical generator and drive unit, rocker cover and cylinder head half 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. Engine detail is exceptional, 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. One part you may also consider is the Barracuda intake manifold, which has the asbestos lagging on the pipework. Another part from this frame, and not engine-related, is the optional Barograph which could be fitted within the cockpit. Frame F (x3) The beautiful lines of the Albatros' wooden sheeted fuselage are seen here. This is moulded with integral fin and tail skid, and has some of the most beautiful external detail you'll see, including refined panel lines, cockpit leather coaming and engine port access detail. Internally, detail is as every bit as sharp, with longerons and recesses for the various bulkheads. Tolerances can be tight with this kit, so try to mask off those recesses before you paint. Ejector pin marks are negligible, and for the best part, won't even be seen. Engine cowls are provided separately, and are included here, as are the various lengths of radiator and engine plumbing. The unusual empty shell chute configuration of the Albatros can also be seen here. One aspect of the Albatros which gives it that distinctive appearance is the large spinner. This is provided in two parts, with interior back-plate detail also. Two radiator options are provided, and both are applicable for this release. These are for the Teves & Braun, and Daimler-Mercedes types. Plastic Summary Without trying to sound repetitious, this kit is everything you would expect from Wingnut Wings, with beautifully refined detail throughout and thoughtfully placed ejector pin marks. No sinkage can be found anywhere and flash/seams are virtually non-existent, although very tiny amounts of flash do exist and are super-thin and small. The model itself is superbly and thoughtfully engineered, and just drips with detail. Photo Etch (x3) For each of the three models, a single fret of brass PE is included, and contains the seatbelts, Spandau cooling jackets and sight reticules, upper fuselage cover plate, and the rather clumsy looking strap which secured the front of the engine cowls to the fuselage. Quality is excellent. You will need to anneal most of these parts before use. Decals A total of TWELVE large sheets are included with this release, as well as a small additional one, all printed by Cartograf. These include two whole sheets which contain the individual aircraft markings and stencils. These are provided in 'blocks' so you can easily identify the decals you need for your specific machine. Instrument and placard decals are also included to enhance the interior. A single sheet contains most of the national marking, but bot all as some remain on with the individual machine markings sheet. Wing crosses are split to accommodate the ailerons and rigging points. Other decal sheets are for the upper and lower lozenge (3 of each), with one sheet included which contains three different colours of rib tape. Again, there are three sheets of these decals. A small sheet carries a correction for the dragon flames of Richard Flashar’s machine. Printing is excellent, with decals being both thin and with absolute minimal carrier film. Everything is in perfect register too, with solid and authentic color. There are ELEVEN schemes for this release, and these are: Albatros D.V 2065/17, Richard Flashar (2 victories) July 1917 & Hans Joachim von Hippel (2 victories), February 1918, Jasta 5 Albatros D.V, Paul Bäumer, Jasta 5, July 1917 (43 victories) Albatros D.V “Steuerwappen”, Carl Löwensen, Jasta 5, July 1917 Albatros D.V, Richard Dilcher (3 victories), Jasta 5, July 1917 Albatros D.V “Stallion”, Jasta 5, July 1917 Albatros D.V, Otto Könnecke, Jasta 5, July 1917 (35 victories) Albatros D.V “Eagle/Phönix”, Alfred Sturm, Jasta 5, July 1917 (1 victory) Albatros D.V, Ltn Wolf, Jasta 5, July 1917 (2 victories) Albatros D.V “Gauntlet”, Richard Flashar, Jasta 5, April – May 1918 (2 victories) Albatros D.Va, 5284/17, Josef Mai, Jasta 5, Late 1917 – early 1918 (30 victories) Albatros D.Va, 5284/17, Josef Mai, Jasta 5, April – May 1918 (30 victories) Instruction Manual The beautifully printed 32-page manual is certainly on a par with other releases, with all constructional sequences being given as pen & ink style drawings, with clear part annotation. Newly added parts are coloured in blue, against the grey scale images, to help you. Some full colour illustration is given for various completed assemblies too, and all drawings have colour call-outs given in Tamiya, Humbrol and FS codes. A good selection of both period and contemporary images are also supplied for reference, as is a full rigging diagram too. The latter pages of the manual give the individual schemes, plus photos of the actual machine. This is all backed up with historical and colour notation. Conclusion Any Albatros release from Wingnut Wings is always good, and this one certainly doesn't disappoint. Eleven great schemes and three models, backed up by superb engineering. It’s hardly surprising that previous incarnations of this kit have already sold out, making this currently the only option to get one an Albatros D.V/D.Va. For me, it's certainly one of the most beautiful and distinctive aircraft of that period. This new release should more than be able to satisfy your urge to build this graceful looking machine, and provides some very interesting schemes, including a Bavarian machine with a lozenge fuselage. If you've not bought one yet, you really should. I guarantee many hours of modelling pleasure. Get it whilst you can! I just hope WNW now do the same triple release for the amazing Fokker D.VII kit… Very highly recommended My sincere thanks to BlackMike Models for the review sample seen here. To purchase directly, click THIS link. If you currently buy this from BlackMike, then you’ll also receive two free sheets of Uschi van der Rosten wood grain decal to help with some of these schemes!
  8. 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.
  9. 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.
  10. 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
  11. 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
  12. 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.
  13. 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
  14. 1/32 Sopwith F.1 Camel “BR.1” Wingnut Wings Kit No. 32070 Available from Wingnut Wings for $79.00 plus shipping The Sopwith Camel was a British First World War single-seat biplane fighter aircraft introduced on the Western Front in 1917. It had been developed by the Sopwith Aviation Company as a successor to the earlier Sopwith Pup and would become one of the most iconic fighter aircraft of the First World War. The Camel had a mostly conventional design for its era, featuring a wooden box-like fuselage structure, an aluminium engine cowling, plywood panels around the cockpit, and fabric-covered fuselage, wings and tail. While possessing some clear similarities with the Pup, it was furnished with a noticeably bulkier fuselage. For the first time on an operational British-designed fighter, two 0.303 in (7.7 mm) Vickers machine guns were mounted directly in front of the cockpit, synchronised to fire forwards through the propeller disc. In addition to the machine guns, a total of four Cooper bombs could be carried for ground attack purposes. Production Camels were powered by various rotary engines, most commonly either the Clerget 9B or the Bentley BR1. In order to evade a potential manufacturing bottleneck being imposed upon the overall aircraft in the event of an engine shortage, several other engines were also adopted to power the type as well. A metal fairing over the gun breeches, intended to protect the guns from freezing at altitude, created a "hump" that led pilots to refer to the aircraft by the name Camel. However, the Camel name never had any official status in regard to the aircraft. The 130 horsepower (97 kW) Clerget 9B was an important engine for the British Royal Naval Air Service and Royal Flying Corps, being license-produced in Britain and powering several important British aircraft, including the Sopwith Camel. However, at £907 a copy it was expensive, and prone to overheating, so the Admiralty asked Lieutenant W. O. Bentley, an established pre-war engine designer, to produce a modified version to solve these problems. Bentley came up with his idea of an engine - fitted with aluminium cylinders with cast iron liners, and aluminium pistons. Dual ignition was introduced to improve reliability, and the stroke increased to 6.7 inches (17 cm) which allowed power to be increased to 150 horsepower (110 kW). The cost of the engine was also reduced, falling to £605 (almost £40,000 at 2016 conversion) per engine. The resulting engine, initially known as the A.R.1 for "Admiralty Rotary", but later called the BR.1 ("Bentley Rotary") was manufactured in quantity, although initially against Admiralty orders. It was standardised for the Camel in RNAS squadrons, but unfortunately there were never enough to entirely replace the inferior and more expensive Clerget engine in British service, and most RFC Camel squadrons continued to use Clerget engines; in fact licensed production of the Clerget continued. (Courtesy of Wikipedia) The kit We very recently took a look at the Clerget-engine Sopwith Camel kit, and this kit isn’t too dissimilar from that, with only a single sprue being different. This relates to the engine of course, with this kit having the Bentley BR.1 engine. We won’t be looking at each sprue as we already have done, with the exception of the BR.1, and the parts options which are to be used in this release. Wingnut’s official kit info describes the kit as thus: 164 high quality injection moulded plastic parts. 16 part highly detailed 150hp Bentley BR.1 engine. Optional fuselage halves with alternative lacing details, windscreens, cut down cockpit decking, common or Bentley style engine cowlings, small & large cut out top wing centre sections, early and late undercarriage, propellers, 20lb Cooper bombs & carrier. 10 photo-etched metal detail parts. 24 page fully illustrated instruction manual. High quality Cartograf decals for 5 aircraft Sprue E (Bentley BR.1) Being a derivative of the Clerget, it’s not surprising that this engine is generally very similar, but it’s the attention to detail, of course, which drives our passion with these kits. Being WNW, you can pretty much guarantee that the levels of research were beyond our own mortal levels of understanding! The engine itself has 16 parts, with the rear of the cylinder block being separate to the front, but not along a centreline joint, which is a welcome touch. The joint itself is pretty much hidden from view when built, with it lurking around the rear face. Cooling fin detail is amazingly fine. The cylinder heads are separate and also have some beautiful detail, including the spark plugs, which are tiny! More nice detail on the induction pipe section too. As with many parts in WNW kits, I recommend you take a fine razor saw to this sprue when removing a number of the parts for assembly. So what else is different? Essentially, nothing. However, you do get the opportunity to use some parts here that weren’t for use in the Clerget kit. Whereas the aforementioned kit has one cowl choice, the Bentley offers TWO, out of a possible four that are on Sprue A. The unused parts on this sprue, more or less mirror those of the Clerget release. This also applies to the other sprues, including the clear parts. One other part of note that can be used in this release is the mid-upper wing section, with the larger upward viewing cut-out. Both large and small cut-out sections are for use in this release, but with the Polish scheme E being the one for the larger cut-out. Decals Five scheme options are available here, printed on a single, large Cartograf sheet. As with the previous kit, the printing is perfect with solid and authentic colour, minimal carrier film and perfect register. The finish is also glossy, which is what I personally prefer. Stencils are included, as are instrument decals. The five schemes on offer are: Sopwith F.1 Camel B6390 “Black Maria”, R Collishaw (60 victories), Seaplane Defence Squadron RNAS, December 1917. Sopwith F.1 Camel B7190 “Donner-Wetter!”, WGR Hinchliffe (6 victories), “C” Flight 10(N) Sqn RNAS, March 1918. Sopwith F.1 Camel B7270, AR Brown (10 victories – including Manfred von Richthofen, the Red Baron), 209 Sqn RAF, April 1918. Sopwith F.1 Camel B7275 “P”, HF Beamish (11 victories), RA Little (47 victories), E Pierce (9 victories) & R Sykes (6 victories), “C” Flight 3(N) Sqn RNAS & 203 Sqn RAF, March - April 1918. Sopwith F.1 Camel F5234, KM Murray, 7th Air Escadrille (Kościuszko Squadron), Poland, October 1920 Conclusion As with the Clerget release, there isn’t anything at all to fault or criticise here. If you like colourful schemes, then I think WNW has done very well to incorporate some of the more unusual elements of what are normally very samey-looking aircraft, especially with the blue/white striped nose of scheme B. I don’t doubt that will be high on the options for many purchasers of this kit. Another classy release that will offer the modeller the perfect levels of detail and buildability. Highly recommended My sincere thanks to Wingnut Wings for this review sample. To purchase directly, click THIS link. Watch out for our reviews of the remaining three Camel kits (USAS, Ships, Le Rhone) on LSM soon.
  15. 1/32 Sopwith F.1 Camel “Clerget” Wingnut Wings Kit # 32074 Available from Wingnut Wings for $79, plus shipping The Sopwith Camel was a British First World War single-seat biplane fighter aircraft introduced on the Western Front in 1917. It had been developed by the Sopwith Aviation Company as a successor to the earlier Sopwith Pup and would become one of the most iconic fighter aircraft of the First World War. The Camel was typically powered by a single Clerget 9B rotary engine and was armed with twin synchronized .303 Vickers machine guns. Though proving difficult to handle, it provided for a high level of manoeuvrability to an experienced pilot, an attribute which was highly valued in the type's principal use as a fighter aircraft. In total, Camel pilots have been credited with the shooting down of 1,294 enemy aircraft, more than any other Allied fighter of the conflict. Towards the end of the Great War, the type had also seen use as a ground-attack aircraft, partially due to it having become increasingly outclassed as the capabilities of fighter aircraft on both sides was rapidly advancing at that time. The main variant of the Camel was designated as the F.1; several dedicated variants were built for a variety of roles, including the 2F.1 Ship's Camel, which was used for operating from the flight decks of aircraft carriers, the Comic night fighter variant, and the T.F.1, a dedicated 'trench fighter' that had been armoured for the purpose of conducting ground attacks upon heavily defended enemy lines. The Camel also saw use as a two-seat trainer aircraft. In January 1920, the last aircraft of the type were withdrawn from RAF service. (Courtesy of Wikipedia) The kit Wingnut Wings always said they wouldn’t release certain subjects as they had been adequately covered by other manufacturers, such as Roden. This was very disappointing for a lot of WNW fans as they wanted to see the magic Kiwi touch applied to these key aircraft. One of these Holy Grail subjects was of course the Sopwith Camel, and after much friendly pressure from fans, worldwide, we now see not one, but FIVE new Camel releases, as well as another in the Duellist series. These kits cover all the various incarnations of the famous little fighter, with their various engine types, and those in unusual service. This review covers the more familiar Clerget-engine type. The kit spec is as follows: Dimensions 26cm x 18cm High quality Cartograf decals for 6 aircraft 166 high quality injection moulded plastic parts Optional fuselage halves with alternative lacing details, windscreens, cut down cockpit decking, early and late undercarriage, propellers, 20lb Cooper bombs & carrier Highly detailed 18 part 130-140hp Clerget 9B/9Bf engine 10 photo-etched metal detail parts Fine in-scale rib tape detail Full rigging diagram Steve Anderson’s lovely artwork adorns the lid again, with Ronny Bar’s scheme profiles along the edge. All new Camel releases have many common parts which are supplied across THREE light grey sprues and one clear sprue. Sprues A, C, and D are labelled as ‘Sopwith Camel’, whilst Sprue B is the only one to carry the ‘Sopwith F.1 Camel’ nomenclature. Specific to this kit is the Clerget 9B engine which resides on Sprue E, with ‘E’ typically equated for ‘engine’ on WNW releases. This release also contains a single fret of brass PE, as well as a single, large decal sheet covering all SIX schemes. All sprues are separately bagged and these numerous bags are sealed in a large outer one that has an identifying slip which states which kit engine is included. In this case, Clerget. Sprue A The first thing you’ll notice here are sheer number of parts. Firstly though, a quick look at what the cockpit offers. Everything I like about WNW engineering can be seen on two of the main cockpit parts, namely the port and starboard sidewalls. These delicate parts have been moulded with integral cabane struts, so of course there’s no need to wonder about the angle of these when you later add the wings. The walls themselves are superbly detailed, with the only ejector pin marks in areas that will be covered with subsequent assemblies. A small number of ejector pin nodes will need to be clipped off certain areas too. This feature minimises the need to place them on parts themselves. The cockpit floor is very unusual in this case because it has the pilot seat base and lower fuel tank integrally moulded. A separate seat back has some nicely moulded wicker effect. Other cockpit parts included here are engine back plate, magazines, carburettor air induction pipe, Vickers machine guns with Hyland cocking levers (water cooling jacket being separate to the main breech), empty ammo chutes etc. On this sprue, you will notice a central lower fuse bomb rack and accompanying 20lb bombs, the latter being comprised of two parts each, wheels with separate external hubs, various engine cowls, undercarriage V forks (two types, early and late) and spreader bar, upper fuselage gun cowls, and wing struts etc. As this is a common sprue, it’s important that you check this against the parts map as there are a good number of parts that must not be used with this release. Among those are three of the four engine cowls, two machine gun breeches, one of the two undershields, and one set of wheels/hubs. Two spinner options are supplied in this release. Sprue B A nice feature here is the full span lower wing with its excellent rib tape rendition and subtle leading edge rib-lets that you can just about see in the correct light. The fabric and rib representation has been very nicely captured. Strut mounting positions are moulded as key slots so as to make their attachment much less ambiguous. Ailerons are separate. Control cable openings with the moulded pulleys are included. These will be fitted over with a clear cover which you may be best giving a light misting of clear yellow or orange to simulate how these ended up in exposure to UV light. Instructions do say that these were generally overpainted in the wing colour. Two upper centre wing sections are included, with the same level of detail, but only one will be used in this release. Note the tabs onto which the outer panels will slot. There are actually THREE fuselage halves in this release, with the extra being an alternative starboard option that has different lacing. External detail is extremely refined with that neat stitching pattern, wooden panels at the cockpit area, with nail lines, and the forward access panels moulded in situ complete with fastener detail. Of course, the upper MG deck is separate, as is the cockpit coaming. Internally, the cockpit has rib and stringer detail. The rest of this will come from the cockpit tub. As for the coaming, there are a number of elements of surgery you may need to employ here, depending on the scheme you choose. This could range from the removal of the rim of the fuel filler port, to cutting back the coaming almost totally at the front end. Illustration is clear as to what needs doing and for what scheme. Lastly, an instrument panel is included here. Decals are supplied for the instruments, and you will also need to remove a small amount of plastic to accommodate the interrupter gear that was used on this version. Sprue C This clear sprue contains the various permutations of windscreen, and the numerous pulley access ports for the wings. Being a common sprue, there are several other parts which should not be used. Clarity is excellent. Sprue D Despite the Camel’s wings being very thin, Wingnut Wings has used slide moulding technology to incorporate a slot into the single part upper wing panels, into which the centre section tabs will locate. This is very impressive. Those wings exhibit the same finesse of detail as the lower wing, and this continues to the other flying and control surfaces that are moulded here, such as the fin/rudder, ailerons and tail-plane. The tail-plane and fin/rudder are moulded as single pieces. I think these can be scored so as to droop the elevators and angle the rudder, but be careful if you choose to do that. Two propeller options are supplied. Other sprue parts include the compass/inclinometer, rudder bar, control column, control horns, Rotherham petrol pump, Aldis sight, etc. Sprue E In any sprue indicates a reason to use a razor saw to remove parts, it is this one. E is of course for ‘engine’ and here we have the Clerget, comprising of 17 parts. Yes, the spec says ‘18’ but one of these isn’t for use on this particular release. The detail here really is excellent, with fine cooling fins on the cylinders, and some very fine detail on the cylinder head rocker arms. More filigree detail can be seen on the induction pipe hub, and of course, those frighteningly fragile-looking pushrods need to be handled with care. Note that there are two options for the pushrods. Photo Etch There are 10 parts on the PE fret. Two of these are for the lap-belts, and the others for the machine gun jacket ends and reticules, Rotherham petrol pump brackets and two as of yet unidentified parts (No.4). Production quality is excellent, with nice definition and small tags to remove these from the fret. Decals There are SIX marking schemes included in this release, with some nicely diverse markings, all typically on PC10 or PC12 backgrounds. The sheet itself is split into sections so as to making identifying your specific decals far easier. Stencil data and instruments are also included. It comes as no surprise to find out that the sheet is printed by Cartograf, and the glossy finish sheet contains beautifully thin decals with solid and authentic colour, and minimal carrier film which is always good to see. The schemes included are: Sopwith F.1 Camel B3834 “Wonga Bonga”, RH Daly (7 victories) & AF Brandon (1 victory), Manston War Flight RNAS, July-August 1917. Sopwith F.1 Camel B3889 “B 1”, CF Collett (11 victories), B Flight 70 Sqn RFC, August 1917. Sopwith F.1 Camel B3893, AR Brown (10 victories), 9(N) Sqn RNAS, September-October 1917. Sopwith F.1 Camel B6289, HL Nelson (1 victory), WM Alexander (23 victories), A Flight 10(N) Sqn RNAS, January 1918. Sopwith F.1 Camel B6313, WG Barker (50 victories), 139 Sqn RAF, late July 1918. Sopwith F.1 Camel B7406, HG Watson (14 victories), C Flight 4 Sqn AFC, March 1918. Instruction Manual These are always something very special in their production, and this glossy, 24-page production is no different. Starting with a concise history of the Camel, and then a detailed parts map and colour reference chart, the model itself is broken down into 10 constructional sequences. That doesn’t sound a lot, right? Well, that’s true, but each step contains several sequences, such as No.6. This, for example, illustrates everything from tail surface addition through guns and windscreen. 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. A small rigging change is included for one scheme too, with this being made clear in the constructional sequences too. 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. Conclusion Well, we all waited for it (and some still are!), but was it worth it? Without a doubt. This highly detailed kit captures the very essence of one of the most iconic aircraft of the Great War, and it’s fitting that we should see this now, in its centenary year. I remember as a kid that I was loaned a pilot’s logbook, leather flying helmet and angular flying goggles from a lady whose father flew the Camel, and that sort of transfixed me with this specific type. Here I am now, 35yrs later, and I have the ultimate in injection moulded kits of this very pretty aircraft. Intelligent design seems to be the key to WNW kits, and this model should be buildable by most people with a modicum of building experience. Rigging is a different matter of course! What else can I say? Perfect subject, superbly engineered and moulded, and with some very attractive schemes. This is the Camel to build. Very highly recommended Our thanks to Wingnut Wings for this review sample. To buy directly, click THIS link.
  16. Hello my friends I've started the construction of Felixstowe, at September 2015 and I made some pieces of interior....I stopped for 3 months and I came back at December 2015!!! I work on it untill today!!! Here you'll see my progress and all remarks and comments are wellcome to me!!! Let's start from the box... ...and the contents... Huge box...includes two models (Felixstowe ans Hansa Brandenburg W.29) ...Let's see the sprues of Felixstowe... I'll also use the following sets for my work: Let's start with the interior floors...and woods (finished at 14-9-2015) and the cabinet of radio-telecommunication systems...
  17. Wingnut Wings Gotha G.V 904/16 'Erika' So this is going to be my biggest project to date and I'm actually looking forward to it! As you can see this will be Gotha G.V 904/16 'Erika' build with the aircraft being prepared for a night sortie over London. I have no photos of the actual plane being prepared so some creative license will be used unless something comes to light. There are several firsts, including the incredible conversion kit by the talented Ron Kootje - I was one of the lucky few able to purchase the limited runs of his conversion kits and its going to be a very large undertaking, especially as I also have all the detailed parts by Taurus models. It will be my biggest kit built yet and I have no idea where I will keep it once completed! There are several other bits a pieces but I'm going to hold off from talking about them for now. As you can see absolutely nothing is started yet - a totally clean build from the start!
  18. Hi!! Well, I have this Junkers J.I in the shlef of doom... for quite a long time... i started this one in Modelscala 2014, as a challenge to build a Junkers J.I in 48 hours... I totally miss the goal... and since then, this Junkers has been put aside, abandoned to his luck... So, I just decided to do that... a Dio with this baby left to rush..... So, my scenario is in 1921, somewhere in Germany, with a forgotten Junkers J.I... ****** Hi Guys!! i`m joing this one right at the end of it I know.... I started this one in the WnW Marathon that took place in the end of September.... Now I going to give a try to finisgh it in 2014...
  19. Truce Spring 1916. A brief moment of peace and quiet in the war. Featuring: E.III Late type . Wingnut wings Fuel Cart - Aviattic Cat - Royal Models Butterflies . Eduard Grass - Modelscene and Mininatur. My first model complete for over a year. My special thanks to my wife, and my good friends José Brito and Tomané Couto for being there, all over me to finish a model! My thanks also to Jim for everything.. Now let`s move on, I can`t take so long to finish other!! Fran
  20. James H

    1:32 Albatros B.II

    1:32 Albatros B.II Wingnut Wings Catalogue # 32046 Available from Wingnut Wings for $119.00 with FREE worldwide delivery In the years before Ernst Heinkel became known for some of his more notorious products that his own company built for the Nazis, such as the He 115 and He 111, he worked for Albatros Fluzeugwerke in Berlin. The B.II was one of his very first own-designs, and first saw service in 1913, and despite various in-service changes, both minor and major, continued to see service until after the Armistice. Designed as a reconnaissance aircraft, the type was unusually in that the pilot sat in the rearmost crew position, seriously restricting his field of view. A second crew member sat up front, in his role as observer, and whilst the type was generally unarmed, a number of machines were fitted with field-modifications such as gun mounting ring. Under standard operational service, defence was by means of the crew’s own service revolvers. It has to be remembered that the B.II first saw service in a time when fighter aircraft didn’t exist, and it was common to either throw grenades at each other or take pot shots with personal a sidearm. With the advent of the fighter aircraft, the B.II was gradually removed from absolute frontline service in 1915 and was used as a trainer aircraft. Construction of the B.II was conventional, with timber being used almost in entirety, with the exception of the steel tube control surfaces and fin. The fuselage longerons were made from spruce, and the whole fuselage was sheathed in plywood, and the machine was powered by varying types of engine, namely a 100hp/120hp Daimler-Mercedes D.1/D.II, a 100hp Argus As.1 or 120hp As.II, and also a 110hp Benz Bz.II. This particular model is supplied with the Daimler-Mercedes option. Depending on factory or chronology, the B.II was fitted with either a fuselage or wing mounted radiator, various size/shape fins and rudders. As the war progressed and metals were becoming increasingly valued as crucial for the war effort, the internal tubular fuselage frame was replaced with wood, and the aircraft designated as B.IIa. Another variant of the B.II saw it fitted with floats and designated B.II-W (Wasser). The B.II also claimed its place in history as the first enemy aircraft to drop bombs on England. These were carried internally and manually dropped by the crew member. Sittingbourne and Faversham were the victims of this incursion, but no real damage or casualties were reported. The kit This particular kit was one of the traditional Christmas releases from WNW, and one where no one outside WNW had any idea existed. These are the best sort of Christmas surprises, and especially when they take the form of such a well known and familiar machine, to fans of WW1 aviation. Resplendent with an artwork showing a B.II taking a pot-shot at a passing B.E.2C. Steve Anderson’s depiction of early aviation combat is assured in this image, showing the elegance of both protagonists. I sure hope to see the B.E.2C following this at some stage. Again, the side of the box depicts the supplied schemes, with there being FIVE to choose from here. This kit has something a little special that we’ll look at later in the decals section. There are SIX individually bagged light grey sprues included in this release, as well as a single clear one. Decals are provided on TWO sheets, and a single PE fret is included. From Wingnut Wings: 156 high quality injection moulded plastic parts. Features early production side mounted Hazet radiators and steering wheel control column as well as optional 100hp or 120hp Daimler-Mercedes engines, propellers, exhaust manifolds and covered or uncovered wire wheels. Flugzeugpistole Luger Automatik armament and 12.5kg PuW or 20kg Carbonit bombs. 39 part highly detailed Daimler-Mercedes 100hp D.1 or 120hp D.II engine. 13 photo-etched metal detail parts including uncovered wire spoke wheels. 28 page fully illustrated instruction manual. 2 high quality Cartograf decal sheets including photo realistic 1/32 scale plywood fuselage panels and markings for 5 aircraft SPRUE A This is the main detail sprue for the B.II, and contains parts for many areas of the airframe, and noticeably the cockpit area. Whilst the cockpit module is actually built upon a floor that is to be found on Sprue H, it appears that the rest of the components for this highly detailed area, are to be found here. These consist of bulkheads, including one with integral cabane struts, plus cockpit sidewall frames, fuel tank, throttle/engine ignition panel, map board, TWO instrument board options, control wheel and column with torsion bar, fuel pressurising pump, rudder pedals, multipart pilot and observer seats (identical), and tachometer etc. A few minor parts are moulded on other sprues. In some respects, the cockpit on the B.II seams a simpler affair than a number of other WW1 types, but that is quite deceptive. Seatbelts (lap belts) are supplied as photo-etch parts. Notice that the observer upper deck/coaming is moulded here as a separate part, with some beautiful leather effect crumpling around the edges. You might be forgiven for thinking that this is simply a cockpit sprue, but please note the separate forward cabane strut too, tail skid, main gear claw brake, engine cowls with delicate fastener detail, wing struts with tiny moulded holes for rigging points, undercarriage V-struts and separate spreader bars, and also the locating points for the Hazet radiators. SPRUE B Here be wings. Both upper and lower panels for port and starboard. These are moulded with superb rib and fabric detail, with delicate cap strips and a very fine, scalloped trailing edge that represents the tension on the wire from the doping of the fabric. Please note that the strut locating points are shaped, so that it’s impossible to insert the incorrect strut. Little design details like this, mean a lot. It also has to be noted that there is an external insert to add to the connection point on both upper wings. This is because there is a deep channel moulded here that will accept the connecting rods that sit atop the gravity fuel tank between the cabane struts. It would have been difficult to mould those holes at that depth without resorting to slide moulding. SPRUE C Just two parts exist on the clear sprue. These are the curved forward windscreen and the internal cockpit fuel sight glass. Both parts are crystal clear, and the windscreen framing definition is excellent. SPRUE D For the first time, we can see spoked wheels included in a WNW release! These have had to be tackled in a different way than we are used to seeing with wheels, as they are moulded as halves. This is to accommodate the set of spokes that fit to each side of the hub. Purists will say that these are maybe not fine enough, but they still look exceptional to me. Remember that these have to support the weight of the model, but still retain a scale-like appearance. I think WNW managed to succeed with this. Note that you can even see the tire inflation nipple included! A set of wheels exist without spokes. These can be fitted with the optional fabric cover parts, or you can use the photo-etch spokes included in this release! Another first. The Hazet radiators are included here, plus associated water pipe plumbing. Note that a couple of radiator parts are not for use, and are presumably for a different method of mounting that we’ll see in a future release. Other parts here are the external bomb rack and their 12.5kg PuW bombs. As the manual indicates, these were only fitted from 1916 onwards. For a really agricultural experience, some 20kg Carbonit bombs are included. These are the type that were dropped by hand whilst over target! Date on these is 1914-16. SPRUE E As usual, E is for engine, and from this sprue, you can make either the 100 or 100hp Daimler-Mercedes variants. A project in itself, this contains a multipart sump/crank case with breather pipes and a two part cylinder row onto which water piping is supplied for the jacket cooling, and also TWO types of camshaft and rocker boxes, dependent on whether you will build the 100hp or 120hp version. There are TWO options for the cylinders themselves, again depending on which version of the engine that your model will use. Magneto detail, plus water pump, ignition conduits. All you really need to add are ignition wiring and maybe some Taurus sparkplugs for extra realism. SPRUE F With this, F, is for fuselage, and this is broken down into four separate parts. The external plywood skinning is superbly recreated, with fine panel lines, and what also appear to be rivets. These are actually the wood nail positions, which I imagine will have been driven just below the surface of the plywood. In that case, this would be a good representation of this feature. The forward engine area has beautifully recreated open louvre detail and access port/hinge detail. Wing and tail location slots are clean, and the metal fixing plates for the radiators are also moulded. The upper-rear fuselage section contains the coaming for the pilot position, in the same level of detail excellence as seen on the part on Sprue A. Note that the long edges of the parts also have a beading that protrudes slightly. This represents the spruce longerons in between which the ply sheets fit. You will need to remove a little detail around the engine, if you utilise the high water pipe installation. Internally, there isn’t too much detail, but there are a number of moulded frame elements within the engine bay. It appears that ejector pin marks are kept away from all visible areas too. SPRUE H This last sprue contains the cockpit floor, ailerons, forward lower engine/fuselage cowl, gravity fuel tank, fin and rudder part and stabiliser and elevator parts. Note that the rudder and elevators are integrally moulded and if you wish to pose these dynamically, you would need to lightly score the joint and bend the surface gently. Surface detail on the control surfaces is stark and would not display internal elements through them, so WNW is correct in this depiction. Plastic summary I’ve never yet encountered any issue with WNW quality, with the exception of a couple of ejector pin marks on the odd previous release. This model has no such issues that I can see, with design being both intuitive and intelligent. Engineering isn’t overdone, and the moulding is of the highest quality, with no flaw to be seen. I can’t see any flash either, and seams are so negligible as not to be an issue. Photo Etch This includes a starboard wing walk panel, lap belts, and the spokes for the wheels. As these need to be formed into a dome shape, the circumference is split to allow that to happen. Separate rims are included to hide the split appearance of the spoke part. Etch quality is extremely high and connecting tabs are minimal. Decals TWO Cartograf printed sheets are included here. The first one has the various national marking versions, on both white backgrounds and printed separately. Where the marking overlies a control surface, separate decal parts are supplied, and these also include rigging point holes etc. This is a great way of aligning your decal precisely. A small number of stencils are printed on the first sheet, and also some curious looking dark brown strips. These are actually for the spruce longerons that run down the fuselage length. Sheet two shows some nice innovation by WNW. As well as a few further national markings, a complete set of wood grain decals! These are for both internal and external surfaces. As the B.II was mostly seen in a wooden finish, and because the shape of the subject allows it, WNW have included these photo-realistic decals. The carrier film on them is also barely existing beyond the border of these parts, meaning that fitting them should be easy. Note that decals are also included for the instrument board – both front and rear faces. The resulting finish should be quite extraordinary. I’m sure you’ll agree that these decals look quite amazing. If you want to make these look a little richer, as seen on some schemes, you can of course mist over a transparent colour, such as Tamiya Clear Orange. Also printed here are more stencils, instruments, data plates, and various hinge and cable point grommets/ferrules etc. Printing is first rate, with everything being nice and thin, and in perfect register. The schemes available are: Albatros B.II 210/13, Albatros built, 1915-1916. Albatros B.II, MAN built, April 1915. Albatros B.II 676/15, 1916. Albatros B.II 847/15, 1915-1916. Albatros B.II 1131/15, 1916. Instructions This is a beautiful, 28 page glossy affair with a history on the front, parts plan with colour codes supplied for Tamiya and Humbrol colours, and constructional sequences that are a joy to follow. These are drawn in greyscale, with blue ink used to denote new part additions. Colour references are supplied throughout, and these are interspersed with full colour illustrations what depict completed assemblies. Contemporary reference is supplied for the engine, and period photos are used throughout as reference. These extend to the scheme illustration areas in the rear of the manual. As is usual, Ronny Bar has done the profiles themselves, and they, as always, are excellent. A rigging diagram is also included. Conclusion A fantastic kit of a very beautiful aircraft, carried off with the sort of aplomb that only WNW can create with their releases. The inclusion of the wood decals is also a wonderful bonus, putting the ability to recreate this effect at the fingers of all modellers, and not just the more experienced. Detail is everything that we have come to expect from these releases, from the well-appointed crew positions and the engine, to the realistic fabric and rib detail, coupled with the spoke wheel options. Whilst the Hannover Cl.II and Roland C.II are probably my all-time favourites, I’m feeling they are starting to be usurped by this release. Top marks to WNW. You really need to treat yourself to one of these, right now! Very highly recommended My sincere thanks to Wingnut Wings for this review sample. To purchase directly, click THIS link.
  21. Hello my friends... Here is my build of Albatros D.Va (OAW)... another one nice model from Wingnut Wings .... From the screen of my pc... ...to...the...order... and...on my bench!!! Here is the kit... I have chosen this paint colour scheme... of Herman Leptien from Jasta 63.
  22. Pardelhas

    BrisFit Post War

    Hi guys Maybe I alone on this, but I confess that I was expecting more appealing schemes of the BrisFit Post war! The box art is fantastic and I like the box art scheme... but not much more... the New Zealand one but not enough. So I probably get others first... Fran
  23. 1:32 Bristol F.2b Fighter (Post War) Wingnut Wings Catalogue # 32060 Available from Wingnut Wings for $99.00 with FREE Worldwide Delivery This release isn’t entirely unexpected, as it was announced that Wingnut Wings were going to revisit the F.2b at sometime, and give silver wings fans something to be pleased about. Well, at long last, WNW stayed true to their word, and the very latest from Peter Jackson’s NZ-based model company, has landed here on my doorstep in the UK. Of course, there aren’t going to me massive changes between the original Brisfit kit, and the post-war version, but there are a number of key differences. The mailshot I received from WNW regarding this kit, states: "This is the long awaited follow up to our original First World War era 32004 1/32 Bristol F.2b Fighter model that we released in April 2009. The Bristol Fighter saw extensive service post war with the RAF and in Poland, Belgium, Ireland, The Netherlands, Peru, Mexico, Canada, Greece and New Zealand. Post war modifications were numerous and included modified engine cowlings and radiator slats for improved cooling, longer exhaust manifolds, an auxiliary 'tropical' radiator, modified instrument board and a larger balanced rudder (as featured in this model). Some very late serving aircraft could also be found with variable pitch propellers, a larger horizontal tailplane and leading edge slats on the top wings (not included in our model). The Bristol Fighter was not withdrawn from RAF service until April 1932 and remained in Commonwealth service until it was retired by the NZPAF in 1936." 193 high quality injection moulded plastic parts. 34 part highly detailed 275hp Rolls Royce Falcon III engine. 19 all new plastic parts including late production engine cowlings, radiator shutters, instrument board plus optional fin, rudder, exhaust manifolds, spare wheel and auxiliary (tropical) radiator. 15 photo-etched metal detail parts. 28 page fully illustrated instruction manual. High quality Cartograf decals for 5 post WW1 aircraft The presentation of Wingnut Wings kits, is flawless, and this is every bit as eye-catching as previous releases. In fact, the Steve Anderson artwork on this is probably one of my favourites, depicting two F.2b aircraft flying over the pyramids and the Giza terrain in Egypt. You sort of feel that dusk is just setting in, and the image is certainly atmospheric. The five schemes are shown in profile on one of the box sides (and illustrated on the main artwork at the top of this page). Inside, we have EIGHT medium grey sprues, and one single clear one. All are individually bagged too, removing any real risk of parts being fouled and damaged. You’ll notice that is one more sprue than then original Bristol F.2b model kit. This is of course a newly-tooled sprue with the parts mentioned in the paragraph above, and specific to this release. The photo-etch fret, packed with the single, large decal sheet, is also a new addition, and different to the fret in the wartime F.2b release. SPRUE A Any model of this scale, with two open cockpits, is going to need a certain degree of detail, and here you will find a number of the parts that make up the cockpit areas. These include multipart fuel tank and pilot’s seat, gunner and pilot control columns, rudder pedal and mounting pedestal, grease pump, Vickers MG mount, instrument board mounting bulkhead w/ MG magazine, and also the instrument board itself. The latter needs to be consigned to the spares bin, as this release will benefit from a brand new and different part. It does pay to refer to the tips on the WNW site, especially when it comes to the wicker seat. This four part item will really benefit from a little thinning at the rear, which will open up the looser wicker weave area, and add a lot of visual interest to the part. A simple modification that improves this area, without the need to buy any aftermarket solution. A number of forward engine radiator cowl parts are included here, but you won’t use the open framework and louvered shutters. Again, there is a new, later forward radiator shutter part on the new sprue. Two sets of undercarriage V struts are included here, but only one pair is to be used. Please make sure you carefully remove the correct parts. These are the ones that have what appears to be a strengthening beam in the lower part of the ‘V’. There are a few other parts on this sprue, which you won’t use, including two spinner/prop hubcaps. SPRUE B The main players here are the fuselage halves. Despite the F.2b’s lack of any apparent stations within the fuselage, the remainder of the detail is almost filigree in nature, and extremely refined. Externally, this includes fine lacing, panel access, foot holes, and grommet lined holes for control cables. The leather trim around the pilot position is also integral. There is no real detail within the fuse, with this being solely associated with the cockpit tub. The only other parts to be used here are the cockpit floor that also forms the underside of the fuselage, two-blade airscrew, plus the small struts that hold the lower wing to the fuselage. The four-blade prop and engine cowls are all redundant here, and newly tooled parts will be used instead. SPRUE C This small, clear sprue contains the windscreen and the two upper wing, outboard Holt lights. Clarity is excellent. SPRUE D (x2) Typically, Sprue D contains parts for which opposites and duplicates are required, hence spreading them over two identical sprues. For this release, they contain elevators, inter-plane struts, bombs, machine guns, ammunition drums, and the wheels with their separate, outer hubs. The elevators look great, with their rib tapes and fastenings, and the inside of the wheel contains a few spokes and tyre inflation nipple that will be seen when the outer hub is fitted. Short exhausts are included here, but again, will NOT be used with this release. SPRUE E Yet again, ‘E’ is for ‘engine’, with the Rolls Royce Falcon I being broken down into over thirty separate parts. This particular engine builds up into a very busy looking model in its own right, with very fine detail including carburettor air intakes, oil and water pipes, magnetos and rear air filters. The only real seam removal here will be along the bottom of the engine block, and around the halves of each of the two six cylinder banks. I think that all that’s needed extra here is a little plumbing. This is well worth leaving the cowls off the model, in order to display it. SPRUE F There are two last cockpit parts here, namely the delicate side frames with intricate pipe and bracket detail. Apart from sprue gate attachments, there is no other clean-up to perform here, with ejector pin marks hidden on the reverse of the parts. The layout of the sprue is slightly different to what is shown in the manual, with the rudder having moved position so that it is moulded adjacent to the fixed fin. Both wing upper and lower centre sections are moulded here as upper/lower halves, and these, along with both sets of ailerons and the stabiliser, exhibit the same finesse in detail as the elevators we saw on Sprue D. SPRUE G Wings, wings, everywhere! Each of the upper and lower port and starboard panels is moulded as a single piece. These relatively thin, under-cambered wings are moulded with a highly realistic fabric surface, with rib strips and clean strut location points. These points are also given over to rigging holes. I would perhaps drill these a little deeper if you wish to use turnbuckles. Not too much deeper though, or you could break through to the other side! That fabric surface also displays the shorter, leading edge ribs. The effect is excellent. SPRUE I (NEW TOOL) Your post war F.2b will be defined by the parts on this new sprue. These new parts include two different lengths of long exhaust, a whole new set of cowls, a new set of later Mk.IV fin/rudder parts, instrument board, auxiliary radiator parts, and a Vickers gun barrel/blast tube. Plastic Summary I really can’t find any flash on any of these sprues, and seams are negligible. Sink marks are non-existent, and ejector pin marks are hidden. What more could you want! No defects whatsoever. Top drawer. PHOTO ETCH This is also a new fret, and not common to the original release. It contains lap belts, screen/stowage pockets, control cable link points, gunner seat strap, and Lewis gun elevation ratchet arms. Production is excellent, and to protect the fret, it’s packaged with the decal sheet. DECALS A single, large sheet is included, printed by Cartograf. Included here are not just the scheme markings, but a full set of stencils and munitions stripes. Instrument decals are also here. What I like about WNW is that they split their national markings where they overlap an aileron etc, They also have cut-outs that align with hinges etc. meaning that you really can’t get your markings in the wrong positions. Scheme ‘E” has options on marking position. As with pretty much anything ‘Cartograf’, production is excellent, with colours being both solid and authentic. Printing is also in perfect register, carrier film is minimal, and the decal printing is suitably thin. The five schemes are: Bristol F.2b Fighter Mk.II F4392 'B2', RAF, Aboukir Egypt, 1926. Bristol F.2b Fighter Mk.II F4435, 208 Sqn RAF, Ismailia Egypt, 1925. Bristol F.2b Fighter Mk.II J6647 'K', Gerard Combe, 31 Sqn RAF, Dardoni India, 1923. Bristol F.2b Fighter Mk.II '19', Irish Free State Air Corps, 1925. Bristol F.2b Fighter Mk.III 7122, New Zealand Permanent Air Force, 1930s. Instruction Manual This is a 27 page, A4 production with a classy satin finish. WNW use images of drawn appearance, in grey-scale, but with the use of blue ink to signify newly added parts. Some illustrations are shown in full colour so that painting references are nice and easy. Paint ref codes (Tamiya, Humbrol and FS) are given throughout assembly also. What makes WNW manuals really good, are the photographic references they supply. This one contains both period and contemporary images. A full set of rigging drawings are included, as are notes throughout construction, where internal rigging is required. The last pages are taken over with the scheme profiles, created by Ronny Bar, inclusive of scheme notes and images of the machines depicted. A goldmine of reference. Conclusion After the post war Snipe, I have to say that I’m growing quite fond of the silver wings releases from Wingnut Wings. Ok, ok, I know they aren’t all silver, with the Irish one in particular, being very appealing, but I think you get what I mean. Production is quality, and presentation is stylish. A beautifully detailed model that you can guarantee will have been meticulously researched by the WNW team, and with a set of killer schemes. Another ‘top score’ kit! Very highly recommended My sincere thanks to Wingnut Wings for the review sample shown here. To purchase directly, click THIS link.
  24. Here we go again. An exclusive interview with our very own Dave Johnson, WnW Warehouse Operations Manager. This is exclusive and unique interview for WnW Fans/Large Scale Modeller. What is your role at WNW? So my official role at Wingnut Wings is Warehouse Operations Manager. My main task is to answer all the incoming emails to our help email account, shipping orders and making sure our warehouse has stock for the outgoing orders. Other tasks are arranging shipping from our Factories overseas when a product run of new kit/s is complete. Also I do a few admin tasks. In the past I have also have been involved with building Test Shots and writing fit reports on my findings of a said kit during its development. I did enjoy doing this, as it was my opportunity to have some input to the kits development. These days I don't really have the time to help with Test Reports, as my days are busier compared to earlier days of Wingnut Wings when we only had a few kits in the growing range. Time to time I also build sample display kits for our website. How many people do you have working for you? On a day to day basis, It’s just me. I process all the orders that we receive, answer all the emails and handle any issues that may arise in the warehouse. On occasions, we have had helpers in when something is to large for me to handle myself, like unpacking containers full of new kits, or a busy period like a multiple new release. What’s you normal day involve at WNW? Normally I will check how many orders we have received overnight and scan through the emails for any changes that may have to be done to an order. After that I normally will check out some of the modelling forums on the internet see what's been happening and any new news and comments. Also forums are great to see if there are any issues that I may of missed, like an email not getting through to us or any shipping issue someone may have.. After that, Orders get packaged prior to our courier arriving and answering all the emails. Who invited you to interview for the role? And how it was the invitation? I used to work for the Local Land Rover Dealership, as the Parts Brand Manager. Unfortunately the company was going under due to the hard financial times around the world. Richard happened to approached me at this time, as I knew him from the local hobby store and the local IPMS club. He asked what my background was and asked me for my CV as he knew of a role that I may fit into, and it just happened to be at the right time as I was about to lose my job the following day. How WnW appear in your life? At my first interview, I had no idea what the role was, but I knew it was something to do with warehousing and collectables. It wasn't till the second interview that I was shown the box for the Junkers J1 and then it became clear what the job was all about. When you saw the entire project, what did you thought about it? Doable or even crazy? It wasn't really till my first day on the job that really hit me.. I walked into the Wingnut Wings Studio and saw everything that had been happening to this point. I was pretty much blown away. As a modeller, I never thought something like Wingnut Wings could happen pretty much in my back yard, let alone be a part of it. BY anytime did Peter Jackson told you or others stuff members what he want for WNW? If so, There`s still much to come? - We see Peter from time to time in the office, but any input from Peter normally goes through Richard. Oh yes, for sure... There is a lot of great things to come! It`s a dream job? Ah.. Thats a hard one.. Yes and no to be honest! I do love my job.. I really get a kick seeing all the joy that we give to other modellers around the world when we release something new and unexpected. Also I have met all lot of fantastic people working for Wingnut Wings and made some great friendships around the world. So there is a lot of good stuff! But I do have to admit that it has killed my modelling motivation a couple of times over the last few years. I was able to build 8-10 kits a year easily, but the last couple of years I have been struggling to get to 4 or 5 built! What`s the worse time of the year in the wharehouse? Xmas time? Or ever single release? I won't say the worse time, but yes the busiest time of year is normally Xmas. Trying to get orders out prior to NZ Post International cut off dates and our Xmas holidays that we normally close down for, and then a couple of weeks after we return as there is a lot of catching up to do! Single releases are normally a walk in the park and easy to handle. It’s the multiple releases that normally cause a lot of chaos in the warehouse. We do try to get a few more people in to help out during these times. The recipes for success: please in your perspective, what make WnW so successful? I think the success is due to a couple of things. Having a great design team that keeps pushing the boundaries on tooling and keeping the upcoming kits to high standards. Great Customer service/support. And most of important.... Having great customers! Speaking of customers service, what was the worst situation that you have to fix? We don't get many issues that are hard to solve as most of them are pretty straight forward. But I would have to say the most annoying is the waiting period between Postal Services, when we have to open a case to try to find a missing package. It does get very annoying for myself and our customer. The WnW staff members most Have some privileges. Do they get free WnW models kits? Yes, I think all jobs have privileges these days.. In the past I have been to a couple of Airshows at Omaha and Wanaka in the South Island of New Zealand. I was lucky enough to go to Toyko for the 2009 Hobby Show. Even to pre-release showings of Peters movies. And yes the odd Free Kit does appear on our desks. You did in fact several models like DH.2 and Roland. Those models are yours or WnW property? Yes I have built a few kits for the Website. I think I built 14-16 of them now. In the past they have been the property of Wingnut Wings as they commission myself or other modellers to build them. A couple of times its been hard to hand something over to Richard, so now he gives me the option to build it for Wingnut Wings or myself. If I do choose to build it my for myself Wingnut Wings gets to photograph it for the website samples. I have done this a couple of times in the past. Most recently with the Roland C.II, which happens to be in the window at my local hobby store at the moment. Being a fantastic and very talent modeller what was the most pleasant WnW that you ever build? And the most unpleasant one? And if you already built a WnW just for yourself, with no deadlines? All the Wingnut Wings kits that I have built so far have been really enjoyable. But the ones that stand out for me would be the Fokker E.1 and the DH.2. Unpleasant one would be the Rumpler Late.. Which was all my fault! I was looking good for the deadline that Richard wanted it for... But in the final stages, I knocked it off the table and it looked like many of the WW1 period photos of shot down aircraft... smashed into many pieces! I had to get a few spares to fix it up and it was about a week after the release it appeared on the website. Yes I have built a couple for myself with no deadlines, the last one would have been the Fokker E.II/E.III. But that’s going a couple of years back! Does WNW HQ have a display case for the built models? Is there any Peter Jackson models? Yes we have a couple of case full of built kits and test shots of upcoming items. I guess you could say they are all Peter's models. But ones that Peter has built personally, unfortunately, no. WnW model kits motivate all kinds of feeling even of awe. On 29/8 on ebay.uk, a SE 5a Hisso (in mint condition) was sold for £ 66.50 (around $ 102) Being on sales department explains that the kit that WnW sells for $ 69 to sell for more than $ 100 when it is not OOP? I think it comes down to what someone is willing to pay these days. It may be easier for the person to pay the extra amount and not have to worry about the international shipping period, the taxes it may occur at their end when it arrives and/or the time they may have to spend clearing the package. Or another case could be, that the buyer doesn't want to deal with ordering internationally and prefers to deal with someone more local to them. The original oils paints that are fantastic WnW box art are on WnW HQ or with Peter Jackson or with Steven Anderson? Once Steve is finished, they arrive here and are placed in Peter's collection after we have photographed them for our box tops. I caught this sentence for a well know forum “And while the "novelty" of WNW may have worn off, it seems to me they have done a pretty good job of maintaining the interest and excitement. For example the WNW Fans FB page has over 3000 members last I looked, with so many new posts every day that I for one cannot keep up with it.” WnW does not have facebook page… What`s your comment to this? Yes it’s true that we don't have a Facebook page or any Social Media accounts. We do have a very loyal fan and customer base that does everything for us in the means of Social Media. It’s great to see the chatter on the Wingnut Wings Fans Facebook page and forums on the internet. We only need to send out a Newsletter or post an new item on the website and it gets picked up pretty quickly. A few times in the past Richard and I had been surprised how fast thing get picked up and posted to the internet. What do you think about the WnW fans FB page and if WnW should have a facebook page like Tamiya, Trumpeter, Meng, HobbyBoss? Or should WnW Fans FB page become an official facebook page? These days lots of people turn to Social Media for information. I do, and it’s a great way to keep up to date on news, updates on your favorite sports team and of course anything modelling related. I guess it wouldn't hurt to have an official Wingnut Wings page. But Wingnut Wings Fans does fantastic job already! Richard said on the last interview that free shipping will be over late this year or early 2016. The end of it will bring any decrease of the model price tag? The free postage is currently hidden in the price, that`s why I ask… I am not involved in the process of determining kit prices. Free shipping definitely hasn't been included in the price tag in the past. But I can assure everyone that we have been looking at the best options available to us to help keep costs of shipping down to all our customers. We take the next question: WnW is distinguished from the other big brands like Tamiya / Hasegawa / Dragon / Meng to not carry out any retail sale and not have any distributor by different parts of the world? It was an option that will now end because the end of the free shipping? From the beginning we were wanting to get our kits into the hands of modellers at the very best price they could purchase them for. But there are quite a few Hobby Stores, Online retailers that still took on our kits at the full retail and added a small margin and sold them successfully within their stores. Only problem is that we still today get people only finding out about us, so by going this route we will hopefully gain more customers that have never heard of us before or not dealt with us because we are based overseas. That ending of the free shipping is directly connected with the new two and first importers? And if WNW kits went thru the same distribution process, would they become much more expensives? No its not connected in any way at all to the Wholesalers. They have been on board for a while now. Unfortunately the Free Shipping offer is coming to an end as its not sustainable for us to proceed with it. Besides you and Richard, is there any one that was already a modeller before entering to WnW Staff? Few of our 3D Modellers build kits in one way or another. Also Malcolm our Decal Artist has his own decal company that produces New Zealand related aircraft decals called Ventura. He also had a range of kits mainly in 72nd that he produced and sold under Ventura. Customer service: i remember that at least 3 times, was post On WNW Fans by modellers that they get wrong Wnw models kits, models that they didn't Order and the models ordered were not in the package. The solution given by WnW (particullary by you) was simply amazing: Sorry. We will send you the correct ones. Keep those models for yourself. Indeed, Our helpers and I are only human, so mistakes do happen from time to time. Its indeed a case by case basis... If we can correct a mistake by sending out sprues, decals etc we will. But from time to time a complete kit is sent out. Other brands don't do this and i EVER was one of the lucky ones. The philosophy of WnW to be a brand that stands out from the others is reflected in customer service. From the beginning there was by the wnw a criterion of being the world's best or simply wanted to deal with designers and customers would like to be treated? There were no guidelines set in place when Wingnut Wings first started. But I try to handle each enquiry, as I would like to be handled myself if I was the customer. Will we see an official WnW stall in Scale Model World (IPMS UK - Telford) one day? We have looked at it in the past, but it’s a huge operation to go to any international show. Weather we go to sell kits or purely on a display purpose, it involves a lot of time and effort. So maybe one day, so don't rule it out! Did you expected the all buzz around WnW still after 6 years? To be honest I didn't know what to expect... we get a lot of great feedback from customers when they email in. And there is always the excitement when there is something new released. But yes it’s great to see it still going today 6 & 1/2 years after we released our first four kits. Mainstream manufactures have launch Last Year and this year several WWI AFV. It was only because of the WWI centenary or did WnW show to the world that you can have Fantastic models kits and open minds of others Manufactures? We have no way of knowing for sure but I think it’s a case of both things. It's a great time to release WW1 related items as the interest is very high at the moment with all the centenary celebrations happening around the world. I do think that Wingnut Wings has helped the WW1 modeling in a big way, as it has opened areas up to modellers that weren't originally interested in this period. I know that for sure, as I am one myself! Prior to Wingnut Wings I had no interested in the First World War or any kits from that era.. Now I find myself building Aircraft and now tanks from this period. Any special word to all WnW fans worldwide? Thanks for your support and words when you guys email in. And keep building them as we love seeing the results from our kits. ------------------------------------------ Thank you Dave for your time, and for your kind words to WnW Fans! Fran
  25. As an introduction, First of all I want to thank the patience and attention with Richard has responded over the five years to my emails, More appreciate all the support that Richard has given me throughout this year , especially in the last two years ( support which always wanted it to be unofficial) . Thank you ! I take also to thank the generous offer I received .. still speechless Here are a few questions that was collecting and reminding me over the last few months that allowed WnW learn more about the history of fans WnW and how and where it is the history of modeling, every day , revolutionizing an industry there are already 6 years. Richard, when Peter Jackson talked to you to be the WnW coordinator, what was the very first thing that cross your mind? When was that? RA: I was approached in mid 2006 and I thought it would be an amazing opportunity to work with highly skilled and motivated professionals as well as being able to incorporate a lot of my ideas about what makes a great model kitset. All of us, modellers, think that you have a dream job? Its really a dream job? I have to agree, it is a very rewarding job. Sometimes frustrating, always educational and always rewarding! How long it took to release in 2009 Easter the first model kits? Since when have you and the staff working on the models? Preliminary R&D work had been underway for a year or so before the project really gained momentum in late 2005 with the arrival of the mould and tool coordinator Umberto ‘Taffy’ Figliola and jumped up another gear after I came on board in mid 2006. So it was about 5 years from inception until the release of our first 4 models in early 2009. What`s is the Peter Jackson vision and goal for WnW? Is WnW there yet? What you see IS Peter Jackson's vision for Wingnut Wings, to produce large scale, high quality and accurate models of First World War aircraft that are suitable for the beginner or expert modeller alike. There are of course still the Special Editions and figures to come and eventually many more interesting and (hopefully) exciting new releases. After 6 years now, how do you resume your work at WnW? The success has been tremendous, rocking the modelling world. I personally said that it’s the best of the best… but how do you see it? I'm very pleased with what our little team from New Zealand have been able to produce to date. The release of every new model is a milestone to celebrate and a very proud moment for everyone concerned. Of course I always want each new model to be just a little bit better than the one before it if at all possible. Much has been said about WnW craziness of the new and most welcome news… but there`s are voices that said that what WnW wants is, as all companies, the profit… I think WnW has been showing that is not true… what do you want to say about this? Well those voices are dead wrong. Wingnut Wings is NOT a profit driven company. I would think that was very clear from our choice of subjects and the attention to detail that we often apply well beyond what most modellers would expect. If we were a profit driven company would make models of Mustangs, Spitfires, Bf 109s, Fw 190s, F-15s and Ferraris etc. Any one of which would almost certainly prove to be more profitable than even the most popular of First World War aircraft. Was WnW company affected somehow by the global financial crisis? Somewhat, and we have had to make some changes Luckily our customers are remarkably loyal and, for the most part, can see how our models represent very good value for money. WnW surprised everyone and make a really big buzzat modelling world with not one but Two Felixstowe`s and one Duellist. Two months later, the longed waited AEG G. IV. Since 2009, WnW continues to amaze and shake the modelling world several times a year!! Can we expect WnW to keep doing that for many years to come? It`s becoming harder and harder… Let's hope so. Personally I feel every new large scale model of a First World War aircraft is a triumph and something worth celebrating no matter who the manufacturer is. So long as we can recoup enough from sales to cover our costs Wingnut Wings will continue to release exciting new models. WnW has a quite different “release” politics from the rest of the modelling world: since 2010, WnW do not announce any release… WnW simply drop the bomb… it had happen with the DFW (simply send to the winners of the Eindeckers GB WnW fans at Large Scale Modeller, the first two in the world before being on the your website, and fully signed), the W.12 that WnW Fans page was fortune to have a pic of the model and the designer a few minutes before been officially announce and many other… In the Felixstowe process everything went down as expected or it was announce too early (it appear on the January 2015 Finescale Modeller, in the web edition, and it was share on WnW fans facebook page and for the first time WnW offer a pre-order timeline)?? Despite appearances, almost nothing went right with regards to the release schedule of the Felixstowes. The initial plan was to release the Felixstowe F.2a & Hansa-Brandenburg W.29 Duelists set without any warning in mid November (imagine that!) and at the same time preview the Early and Late versions with a release date of late November, just in time for Christmas. At the same time as we released the remaining Felixstowes we were going to add the Hansa-Brandenburg W.12 Early to our website as our special Christmas surprise release. Of course, as it turned out, production delays with the Felixstowes and an electronic copy of Finescale Modeler that was annoyingly sent out 2 weeks early combined to scuttle all those plans. Luckily we were able to adapt in such a way that, outwardly at least, it appeared as if it was still under control! How WnW keeps all the release so well under the radar? That's because we can keep a secret! And so can the very professional external people and companies that we deal with. Having said that, there are models like the Sopwith Camel, Post War Bristol Fighter and DH.9a that we do not keep secret. Can we say that with WnW everything is possible? Perhaps not everything, but given enough time and continued interest anything might be possible. The first interview that I saw online was on Hyperscale back in 2010 and Peter Jackson ends saying that “there’s lots more to come” Now in 2015, that sentence still applies to nowadays? Absolutely, there is lots more to come. So long as there is continued support and we are able to recoup enough from sales to cover our costs, Wingnut Wings will continue to release exciting new models. The WnW models release until now do not have sequencial number…there`s gap between them that takes us to the next question: How many models are in development? Can you gives us any clue about one of them (besides the post war types announce on WnW website and the Camel)? No. Not at this time. That way they will be a nice surprise. And what the part of The Vintage Aviator (TVAL) as in the new projects or in the developed projects? We receive a tremendous amount of support, information and expertise from The Vintage Aviator LTD. Luckily, we are sometimes able to reciprocate a little and help them out too, but usually it's a pretty one way street. In May 2012 , we were faced with a reality that never had thinking of.... a Sold out WnW model kit... (Only in late 2014, the W.29 has been release in a duellist pack). After that several others has been declared as sold out… This meant that those models will never be release again with that box and that decals option? Yes that is correct. We have no intention of re-releasing them again in the same boxes and with the same decal options. It should be noted that so far no model has sold out in less than 17 months and most have taken a lot longer than that. Those models on Ebay are getting to quite high price… why the option of one run production? It should be noted that no major model kit company keeps all their models in production all the time. This question has been made several times I suppose: The free international shipping. After 5 years, WnW still offer the shipping… Can we count on that for the next 5 years? No. Free shipping is not sustainable and will almost certainly end late this year or early in 2016. For the next question, the last time I asked this I got a simply reply: "yes eventually" But I will ask again: special editions and resin ground crew and pilots that has been announce in 2010 will come out one day? If so, can you tell us when? Yes...eventually. Does WnW release any model that Peter Jackson doesn`t want? No. Lots of ink has been running on forums and websites about the AEG price tag. Explanation was given by one fellow staff member and post on our LSM review like this: A direct comparison to the cost of our earlier model 32005 Gotha G.IV (currently priced at just US$149) is inevitable I encourage you to consider these significant differences; 1. AEG G.IV tooling is 1.3x the cost of the Gotha G.IV. 2. AEG G.IV plastic injection moulding is 2.3x the cost of the Gotha G.IV. 3. AEG G.IV decal printing is 2.75x the cost of the Gotha G.IV. 4. The Gotha G.IV is probably priced too low. It`s obvious, after this, the AEG will be more expensive. But we will not have in the future another two-engine aircraft at Gotha´s price tag and the production cost is higher because the injection production is not in China anymore. Is this statement correct to do? Yes and No. Yes: It will not be possible to create any new twin engined aircraft models to the same sort of cost as the Gotha G.IV released in 2010. Overall production costs have gone up, models are more detailed & complex (as anyone who has built both the Gotha G.IV and AEG G.IV models can testify) and it is no longer 2010. And... No: As anyone can see by reading the side of the box or rear page of the instructions the AEG G.IV was manufactured in China like most of our other models. Only the first 8 models were injected in China? No. Most models have been tooled and injection moulded in China but some have been done in Korea. You can read where each model was manufactured on the side of every box and back of the instructions. Where do you hope the company will be in 2019 by WnW 10th anniversary? The release programme is fully booked through to the end of 2019 and beyond? I would hope that we are still around in 2019 and will have released many more new models, special editions and figures, all of which will continue to live up to the high standards we have set ourselves and our supporters have become accustomed to. The Christmas Surprise are now a a trademark for WnW… Can you we expect a Christmas surprise this year and many year after? Hopefully because it's quite fun for everyone... but an expected surprise really isn't a surprise is it? Sometime ago, WnW fans voted for the most Wanted WnW (not a wishlist but the most wanted one). The poll was made in two websites: Wnw fans on Large Scale Modeller and WnW fans facebook page… on both polls the result was the same: Etrich Taube. Was for you a surprising result? How do you see it? Not that surprising really once the Sopwith Camels was knocked out of contention because we announced that we were making it. The many various Taube are fascinating aircraft and the Etrich version is probably the most well known. I have to agree that it would certainly make for an impressive model if we were to decide to make it. There`s another part of WnW that, at least we modelers, don’t care about it and it`s almost a WnW dark side: “The little contemptibles”, hand crafted and painted 54mm. The miniatures are a ended project for WnW, as nothing more was release? There are more Little Contemptibles planned which will no doubt see the light of day once we have our other figures sorted out and available. Today how many people work in WnW HQ? And how many belong, in the world to WnW Staff? There is usually just under a dozen people here in New Zealand at any one time but many more around the world who contribute in their own way, from artists like Ronny Bar and Steve Anderson, aviation historians etc and all the people working at the tooling factories. Additionally I like to think that our many thousands of fantastically loyal and passionate customers are also an integral part of Wingnut Wings. Any special word to all WnW fans worldwide? I would like to thank you all for your continued support and encouragement in sharing our passion. We couldn't continue to do what we do without you. Also, please keep sending in photos of your built Wingnut Wings models to our customer models gallery (mymodel@wingnutwings.com) because all of us really enjoy seeing them. Thanks so much for your time and patience. Please continue to delight us with more and more WnW models kits. Fran
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