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P-40 Tomahawk & Kittyhawk in RAF Service – Europe & North Africa Photo Archive Number 24 ISBN: 9781908757388 Wingleader Publications First flying before the outbreak of WWII, the Warhawk was a development of the P-36 Hawk, and although it was never the fastest fighter in the sky, it was a sturdy one that took part in all of WWII in American and Allied hands, with large numbers used by Soviet pilots in their battles on the Eastern front. The various marks garnered different names such as Tomahawk for earlier marks and Kittyhawk later, so it can get a mite confusing if you're not familiar with the type, as can the merging of two types under one mark by those that decided these things. It was unable to keep pace with the supercharged Bf.109, but was used to great effect in the Far East and Africa, which may have assisted in the impression that it was a second-string aircraft of inferior design, when this actually wasn't the case – certainly not to the extent inferred. It was robust, cheap to make, and easy to repair, although its high-altitude performance dropped off somewhat. The early marks were under-armed with just two .50 guns firing through the prop from the top of the engine cowling and a pair of .303s in the wings, but later models benefited from improved armament. The B model was a revision of the initial airframe with lessons learned from early production, self-sealing fuel tanks and armour in critical parts of the airframe, although this extra weight did have an impact on performance. The -D was a partial re-design, eliminating the nose guns, narrowing the fuselage and improving the cockpit layout and canopy. In British service it was known as the Kittyhawk Mk.I, but only a small number were made before the -E replaced it with a more powerful Allison engine, and an extra pair of .50cal machine guns in the wings bringing the total to six, but even that wasn’t sufficient to let it keep up with the opposition. It wasn't until the –F model that the Allison engine was replaced by a license built Merlin that gave it better high altitude performance and a boxy “Lancasteresque” chin. The Kittyhawk Mk.IV was the British name for the -N, which had reverted to Allison engines and had been lightened, had the interior behind the pilot cut away to improve the view over the his shoulder, and had a lengthened rear fuselage to counter the torque of the new more powerful engine. Another weight-saving option on some airframes was the removal of one .50cal per wing, bringing the total back down to four, and although its punch had been weakened a little, the additional speed of up to 380mph improved the aircraft’s chances of getting guns-on behind the enemy. Complaints from aircrew brought back the missing guns for later batches, but the extra power and lightness gave the aircraft the ability to carry a substantial bomb load of up to 2,000lbs spread between wing mounts and a centreline pylon. This twenty-forth volume in the series covers the confusing array of names and nomenclature used in British service for the different P-40 variants that were bought and operated under the lend/lease agreement with America, from the earliest Tomahawks to the Kittyhawks that replaced them from Mk.I to Mk.IV, and the corresponding variants in US service, some of which amalgamated two variants into one in British service, which has sometimes led to the use of Mk.IIIA for example to aid in differentiating their capabilities. Surprisingly, the differences between the different variants were quite notable, including those that were re-engined with Packard-built Merlin engines that saw the distinctive chin intake replaced by one that more closely resembled the engine cowling of a Lancaster, including a large boxy chin intake and deletion of the carburettor intake over the nose. Some of the photos are staged of course, but there are also a large number of candid and air-to-air shots, a few of which are in colour, and some are of battle-damaged aircraft, mostly around the tail, but a few after crash-landing on or near the airfield after a nail-biting return from a mission where they took damage, suffered a mechanical failure or running short on fuel. There are also photos of the mechanics head-first in the guts of the machine, and engaging in grown-up model-making, taking a huge side-opening box that contains a complete 1:1 Kittyhawk, sometimes with actual decals, and excellent detail throughout, although some of the paint work is a little wobbly on occasion. Conclusion A visually impressive book with plenty of reading material into the bargain that will have you coming back to it again and again. I have a few P-40s in the stash, and after reading through this volume, I’m going to have to check my database to make sure I have enough different variants for my needs. Highly recommended. Review sample courtesy of

AVRO Manchester in RAF Service Photo Archive Number 23 ISBN: 9781908757364 Wingleader Publications AVRO designed the two-engined Manchester as their response to an Air Ministry requirement that was issued in answer to the clouds of war that were gathering over Europe, and the prototype first flew just a few scant months before War was declared following Germany’s failure to withdrawn their invading army from Poland. The first Manchesters entered service after the “phony war” was over, and hostilities had been ongoing for a year, and while it wasn’t everything that it had been hoped to be, its crew did their best with what they had available, putting up with the powerful but unreliable Rolls-Royce Vulture engine that had to be de-tuned in an attempt to improve its reliability, although with little benefit. The Manchester laid the groundwork for the Lancaster however, as it was designed with ease of manufacture, maintenance and repair in mind, which made the upcoming four-engined Manchester B.III a less daunting task. The more operations that the Manchester undertook, the more the type’s shortcomings came to the fore, although some of these were resolved. The first grounding of the entire fleet was due to engine bearing failure, with the second due to control anomalies and flutter, plus other problems too numerous to mention. Production was halted at just over 200 airframes toward the end of 1941, as the Manchester B.III, which was now called Lancaster, was showing promise, and re-engined with the trusty Merlin engine in place of the troublesome Vulture, it wasn’t particularly missed, although the prototype Lanc showed its origins in its fuselage design and tail, the central fin lingering only as far as the prototype, thankfully. The AVRO Lancaster became the mainstay of Britain’s Bomber Command once it reached service, pushing out the inferior Stirling and mediocre Halifax, burying the memory of the disappointing Manchester to become the workhorse that was the Lancaster, which seemed able to transport any bomb load offered to it from sea mines to specialist bouncing bombs and the Grand Slam earthquake bombs that were used to great effect toward the end of the war. The Book Printed in landscape format to match the rest of the Photo Archive volumes, this twenty-third book in the series is written by Peter Allam, whose name may be familiar if you have read their Lancaster series, as knowing about all things Lancaster requires the aircraft’s heritage to be understood first. Consisting of a genuine 72 numbered pages and more photos and information printed on the insides of the covers, it is printed on a satin stock in colour, although the colour is only see on the annotation and the profile pages that are spread amongst the book with copious notes to assist the modeller in building their next model. Covering the Manchester from start to finish, it illustrates the raft of the amendments and upgrades that the type went through to improve its performance, some of which would be important due to their reuse in the Lancaster later. In some ways, the Manchester was a first attempt at creating a truly versatile heavy bomber, even though it was never intended to be a “heavy” at outset, and its development headaches helped short-circuit the development of the Lancaster, shortening the gestation and bug-hunting that was inevitable with any major aviation project of its time, and still is to a great extent. Some of the photos are staged of course, but there are also a large number of candid shots, some interesting in-flight shots, and a few of battle-damaged aircraft that are doing a creditable impression of a colander. A few more aircraft are shown lying flopped in a field or runway after issues during take-off or landing, and one of a Manchester that was forced to crash-land at the sea’s edge on the way back from a mission, although the full crew survived that one to end the war as POWs. The photos of the crew or pilots who were later lost in other raids are saddening, seeing the smiling faces of these brave young men that were understandably unaware of their impending fate. Conclusion A visually impressive book with plenty of reading material into the bargain that will have you coming back to it again and again, although finding a kit of the Manchester in almost any scale is an achievement in itself, a fact that isn’t lost on the editor Mark Postlethwaite in his introduction on the inside front cover. Highly recommended. Review sample courtesy of

NA Mustang in RAF Service - Wingleader Photo Archive #22 Part One – Allison Engined Variants Wingleader Publications Originally developed to fulfil a British requirement for a new fighter aircraft, the unmistakeable North American P-51 Mustang famously went from drawing board to first flight in just 178 days. It went on to become one of the most famous and successful aircraft of the Second World War, thanks to its speed, agility, distinctive looks and long-range capabilities. It was originally powered by an Allison built engine, which was better suited to lower-level operations, as performance gradually dropped off above 12,000ft, and the first Marks of Mustang that came on charge with the RAF were tasked with jobs that played to their strengths, such as low-level reconnaissance and ground attack. These specialists stayed in the fray longer than many would imagine, and went through several sub-variants, as well as the usual piecemeal upgrades that comes from experience. Initially known as the A-36 Apache, the British gave it the name Mustang that stuck on both sides of the Atlantic, and the first British mark was the Mk.I, followed by the Mk.Ia that added 20mm cannons to the wings, then the Mk.II that benefitted from numerous upgrades including the blown Malcolm Hood that improved the pilot’s situational awareness, especially behind him, where the spine of the aircraft was an impediment to his rear view. The spine would eventually be addressed with later marks that also benefitted from the less altitude-dependent Merlin engine in front of the cockpit. The Book This twenty-second volume in the series covers the activities of the Allison-engined Mustangs in RAF service throughout WWII, starting in 1941 and extending long beyond the end of WWII to 1947 when the final airframe of its type was struck off charge. It begins with the Mk.Is that were shipped across the Atlantic to Liverpool and re-assembled at Speke wearing North American’s impression of early war RAF camouflage. It went through colour changes and numerous markings amendments due in part to some misunderstandings by the manufacturers, but also thanks to changes required by the Air Ministry in an effort to standardise everything, but as usual it standardised very little, as can be seen at times. Interleaved between the pages of photos are sheets devoted to particular examples of the type that have been discussed in the preceding pages, pointing out aspects and colour details specific to that individual airframe that will assist the modeller, as well as points of conjecture where appropriate. The photo pages are filled with large crisp pictures within the constraints of the quality of the original medium, a few of which are even in colour, which is a rare treat, and as usual there are interesting captions that are frequently accompanied by arrows or letters to help the blunt-eyed reader identify the subject in question, whether it is a particular exhaust on the side of the cockpit, or the length of the intake trunk over the nose that gives the early Mustang its distinctive look, mimicking the older P-40. Some of the photos are staged of course, probably for the benefit of press or for use in training material, but there are also a large number of candid shots, a precious few of which are in colour, and some nearer the end of the book are of weather-beaten aircraft that have seen much better days, but due to the low-level nature of their operations, there are perhaps fewer damaged returnees, other than a couple that had caught a fleeting blast from a flak gun in the tail and been able to limp home. One aircraft was photographed after crash-landing behind enemy lines, the pilot being captured and imprisoned, while the Germans pored over what was to them a new aircraft type that was worthy of inspection. The Allison Mustang was also involved in D-Day, wearing Invasion Stripes as the need arose, with interpretation and necessity causing some non-standard applications. This also applied to other identification stripes, roundels, codes and markings, the reasons for which are interesting, showing how the squadrons and even the pilots individualised their personal aircraft. Conclusion Yet another in a growing line of visually impressive books with plenty of reading material into the bargain that will have you coming back to it again and again, especially if you have more than one Mustang in your stash, which is highly likely thanks to the reputation it gained and how different its first incarnation was from the last. I look forward to each new volume of this series, and as expected, I’ve become a firm adherent to them, waiting impatiently until they are published. Highly recommended. Review sample courtesy of

Hawker Typhoon Wingleader Photo Archive #21 Part 2 – Summer 1943 to early 1944 Wingleader Publications In the design process even before the Hurricane reached squadron service, the Typhoon was initially intended to be a direct replacement for its older stable mate, but with development scope to take advantage of the upcoming circa 2,000hp piston engines that would be near the pinnacle of propeller powered flight. Initial problems were overcome, although there was a shortage of working Sabre power-plants initially, and the early razorback design was amended to a bubble canopy that gave the pilot a vastly improved view of the sky around him. A larger, strengthened tail was added following a near disaster, and a change from 12 machine guns to four wing-mounted 20mm cannon also improved the aircraft's offensive ability. The initial airframes had the car door canopy, which had a forward-opening door in the side of the canopy that was reminiscent of a car door – hence the nickname. It was never fully developed into a medium altitude fighter, but it did find a role nearer the ground, especially in countering the Fw.190 that was playing havoc with the Mk.V Spitfires at the time. It was a big stable aircraft with masses of power, which made it ideally suited to low level flight and naturally lent itself to ground attack. Fitted with unguided rockets or 1,000lb bombs under each wing, it became a feared sight by enemy ground troops and panzer crews with good reason. Although the rockets were difficult to aim well, they had a massive effect on enemy morale, and played a large part in halting the advances made by German troops in the Battle of the Bulge once the heavy clouds parted, flying hundreds of ground attack sorties using rockets, bombs and cannon to great effect. Like any successful aircraft of WWII the list of improvements is long, and deletion of the car door canopy was one of the early upgrades with the new canopy giving the pilot far greater situational awareness and reducing weight, although they took some time to filter through the production lines due to the complex nature of the changes needed. It was the Tempest that really made the most inroads into solving the Typhoon's shortcomings however, and the original Typhoon was soon withdrawn after WWII ended, lasting only a few months of peacetime. The Book This twenty-first volume in the series covers the activities of the Typhoon from the summer of ’43 to spring ’44, during which period it provided sterling service. It begins with the so-called Car-Door Typhoons that look somewhat claustrophobic with the pilots in-situ, as they are for some of the photos. As the experience with the aircraft and technology developed, the canopy morphed into the bubble-top, which was called a slider by aircrew and in their log-books, later adding long-range 40gal fuel tanks that had been re-used from under the wings of Hurricanes, plus bombs and eventually rockets to its repertoire in due course that improved its destructive capabilities against ground targets. Interleaved between the pages of photos are sheets devoted to particular examples of the type, pointing out parts and colours specific to that individual airframe that will assist the modeller, as well as points of conjecture where appropriate. The photo pages are filled with large crisp pictures within the constraints of the quality of the original medium, some of which are even in colour, which is a rare treat, and as usual there are interesting captions that are sometimes accompanied by arrows or letters to help the reader identify the subject in question, whether it is a particular exhaust on the sides of the cockpit, or the length of the tropical filters behind the chin intake on the aircraft bound for hot, dusty climates. Some of the photos are staged of course, but there are also a large number of candid shots, a precious few of which are in colour, and some nearer the end of the book are of battle-damaged and weather-beaten aircraft, one upended in a ditch due to an overshoot caused by a stuck throttle, and another flat on the deck with heavily bent prop blades after a text-book belly landing at one of the testing facilities. The photos of the pilots who flew these aircraft and were subsequently lost in later sorties are poignant as always, and the various stripes and markings are interesting, showing how the squadrons and even the pilots individualised their personal aircraft. Conclusion Yet another visually impressive book with plenty of reading material into the bargain that will have you coming back to it again and again, especially if you have more than one Typhoon in your stash, which is highly likely thanks to the car-door and bubble-top slider variants. I look forward to each new volume of this series, and as promised, I’ve become a firm adherent to them, waiting impatiently until they are published. Highly recommended. Review sample courtesy of

Supermarine Spitfire Mk.IX Wingleader Photo Archive #20 In RAF Service, NW Europe & the Med Wingleader Publications The Supermarine Spitfire was the mainstay of British Fighter Command for the majority of WWII, in conjunction with the Hurricane during the Battle of Britain, with the Mk.IX being the most popular (with many) throughout the war, seeing extended periods of production with only minor alterations for the role for which it was intended that differentiated between the sub-variants. Originally requested to counter the superiority of the then-new Fw.190, a two-stage supercharged Merlin designated type 61 provided performance in spades, and the fitting of twin wing-mounted cannons with accommodating blisters gave it enough punch to take down its diminutive Butcher-Bird prey. The suffix following the mark number relates to the wings fitted to the aircraft, as they could vary. The C wing was also known as the Universal Wing, and saw extensive use because it mounted two 20mm cannon in each wing, the outer barrel usually covered by a rubber plug. The main gear was adjusted in an effort to give it more stable landing characteristics, and bowed gear bays removed the need for blisters on the upper wing surface, helping aerodynamics. The gun mounts were redesigned to need smaller blisters in the wing tops to accommodate the feeder motors, and there was even more room for fuel than earlier wings. Lastly, the wings were able to have longer elliptical or shorter clipped tips fitted, the resulting shorter wingspan giving the aircraft a faster roll-rate that would be especially useful in low-altitude combat. The Book This twentieth volume in the series covers the Mk.IX and only the Mk.IX in RAF, European and Mediterranean service, as a Spitfire photobook covering the entirety of its illustrious career would be too heavy to lift by a mere mortal. It begins with the prototype IX, one of which was a Mk.Vc that was adapted to accommodate the more powerful Mk.61 Merlin engine, showing how it developed into in-service airframes and how they were used in the British war effort. On its way through the war it provided its crews with a powerful and popular weapon, adding long-range fuel tanks then bombs to its repertoire in due course that improved its destructive capabilities against ground targets. Interleaved between the pages of photos are sheets devoted to particular examples of the type, pointing out parts and colours specific to that individual airframe that will assist the modeller, as well as points of conjecture where appropriate. The photo pages are filled with large crisp pictures within the constraints of the quality of the original medium, and as usual there are interesting captions that are sometimes accompanied by arrows or letters to help the reader identify the subject in question, whether it is a particular blister on the cowling, or the length of the intake under the chin. Some of the photos are staged of course, but there are also a large number of candid shots, a very few of which are in colour, and some are of battle-damaged and weather-beaten aircraft, one bereft of wings and having its engine either replaced or repaired, complete with sand bags on the tail to balance it out, and another flat on the deck with broken prop blades after a belly landing. The photos of the pilots who flew these aircraft and were subsequently lost in later sorties poignant as always, and the D-Day stripes that were officially known as “distinctive markings” are interesting, showing how messy they could be due to the haste in which they were applied, and on the odd occasion, even wrongly applied due to someone misinterpreting the drawings. You can still paint them neatly though, as they were often tidied up later when time wasn’t such a factor. Conclusion Another visually impressive book with plenty of reading material into the bargain that will have you coming back to it again and again, especially if you have more than one kit of the Mk.IX in your stash, which is highly likely as it’s a popular mark. I look forward to each new volume of this series, and as promised, I’ve become a firm adherent to them, waiting patiently as they are published. Who am I kidding? I’m not patient at all. Highly recommended. Review sample courtesy of

Westland Whirlwind in WWII (Photo Archive #19) Wingleader Publications The Whirlwind came about due to the Air Ministry’s concerns about fighters armed with rifle-calibre machine guns not being able to inflict enough damage on enemy aircraft as airspeed increased, leaving only fractions of a second to put enough rounds downrange before they were past the target. A number of designs were proposed, some based upon development of existing airframes, but Westland had put a great deal of work into what was to become the Whirlwind already, and with twin engines, excellent all-round vision for the pilot and the concentration of four 20mm cannons in the nose, it soon became a favourite, and an initial order of 400 was made. Unfortunately, it was to use the Rolls-Royce Peregrine engine, which was subject to protracted problems that led to serious delays bringing it into service that kept the initial batch from the front until it had become less of an impressive aircraft when compared to its contemporaries such as the cannon-armed Spitfires and Beaufighter. There were conflicting opinions of the type from various parties, some calling it disappointing, others finding it to be a highly capable aircraft. The pilots that flew Whirlwinds regularly were generally impressed, and appreciated its ruggedness, the “spare” engine that made it more likely you’d get home if one was damaged, and the heavy firepower it possessed without the need for setting convergence as with many other aircraft with wing mounted armament. Emergency landings were also relatively safe (as far as they go), thanks to the low wing mounting and the fact that the engine nacelles acted as skids, preventing the nose from digging in and going over. Because of the delays only three squadrons flew the type, and it remained in service until 1943 in a relatively unmodified form, apart from the wiring closed of the leading-edge slats that weren’t much use and became a liability if they malfunctioned. It was mostly used for “Rhubarb” forays into occupied Europe and as a ground-attack fighter, where it performed well in terms of destructive capabilities, and thanks to the low-level capabilities of the Peregrine engines it could hold its own against the Bf.109s of the time, but once the Peregrine was cancelled it was decided to end development, as retro-fitting Merlins was considered to be too difficult, and the wings also had their own issues that would need to be resolved in a hypothetical future version. The Book This nineteenth volume in the series covers the Whirlwind from start to finish, beginning with the prototypes and showing how these developed into in-service airframes, how they were used in pursuit of the British war effort, and the issues that arose that eventually led to their being withdrawn from active service after it was decided that the Merlin engine wasn’t the panacea that it was to many other aircraft. On its way through the war it provided its crews with a powerful weapon, adding bombs to its repertoire in due course that improved its destructive capabilities against ground targets. Interleaved between the pages of photos are sheets devoted to a particular example of the type, pointing out parts and colours specific to that individual airframe that will assist the modeller, as well as points of conjecture where appropriate. The photo pages are filled with large crisp pictures within the constraints of the original medium, and as usual there are interesting captions that are sometimes accompanied by arrows or letters to help the reader identify the subject in question, whether it is a peculiar blister on the top of the fuselage, or the photo-camera under the belly. Some of the photos are staged of course, but there are also a large number of candid shots, a few of which are in colour, and some are of battle-damaged and weather-beaten aircraft, one lying flopped halfway into a ditch on the edge of the airfield after a less-than-successful landing, showing that its nose-cone was indeed easily removed, held on with only one bolt. The photos of the pilots who flew these aircraft and were subsequently lost in later sorties is particularly poignant, as is the tangled mess of Whirlwind parts on the airfield, although this has a happier ending, the pilot escaping almost unharmed after his aircraft was flipped by a sudden vicious cross-wind. A visually impressive book with plenty of reading material into the bargain that will have you coming back to it again and again, especially if you have more than one kit in your stash. I can see myself becoming a firm adherent to this series of photo books, waiting patiently(ish) as they are published. Highly recommended. Review sample courtesy of