RWD-5bis

[bigbadbadge]

I have been doing this as a distraction from my more involved builds. 

This is a model of an Aircraft that flew from Poland to Buenos Airies via Senegal and Brazil in 1933 by Stanislaw Skarzynski.  The smallest aircraft at the time to complete a trans Atlantic crossing.  The Aircraft was built in 1933 and had extra fuel tanks, two in the wings and one in the rear cabin in place of the rear seat. The rear side windows were also removed.

 

The kit is lovely and with very few parts simple to construct.  The kit was manufactured in 1985 and was built OOB apart from the exhausts which were from Albion Alloys brass tubing.  Decals were from the kit and went on quite well with a few applications of softener.

 

The model was brush painted with Humbrol enamels as usual.

 

 

 

 

 

 

 

 

 

Thanks for looking in 

 

Chris 

[stevehnz]

Nicely done Chris. I recently picked up a 1/72 one of these, the story of this flight very much grabbed my imagination. You've got a super finish on this one, I'll hope for similar.

Steve.

[JWM]

Nice result on this oldie! 

It could be maybe interesting to add a short note on the pilot, Stanisław Skarżyński which is here: https://en.wikipedia.org/wiki/Stanisław_Skarżyński.

He lost his life returning from a mission over  Bremen in summer 1942, as Wellington pilot in 305 (Polish) Squadron RAF.... RIP.

Regards

J-W

 

[303sqn]

In 1930 the RWD team conceived a new 2-seat light tourer, designated RWD 5, evolved and refined from their earlier models. The aircraft had a completely new steel tube fuselage with a comfortable completely glazed cabin and a reworked wing wing using Warsaw Aerodynamic Institute's aerofoil section developed by Władyslaw Zalewski for the PZL 3 bomber. Zalewski had made available to the RWD team data from wind tunnel tests of the PZL 3 scale model. LOPP granted a subsidy for the prototype construction but work was delayed by the move from the University's workshop to Warsaw-Okęcie which soon became known as DWL. Construction of the prototype at the new premises began in September 1930 with the expectation that it would be completed by the following March. Due to extreme financial difficulties and othe problems arising from the move, it was not completed until July.

 

The prototype flew for the first time on 7th August 1931 powered by a Cirrus Hermes IIB engined loaned by the Ministry Of Transport. One week later, with the registration SP-AGJ, it flew to victory in the 3rd Tour of Southwestern Poland piloted by Mieczysław Ptonaszko and a few weeks later came first in the 4th National Lightplane Contest piloted by Francisek Żwirko.

 

In the spring of 1932 work began on the first batch of 10 RWD 5s, another batch of 10 followed in 1933. The production model differed from the prototype with having a redesigned undercarriage with medium pressure wheels and a more efficient windscreen and improved cabin windows. The first two production aircraft, the Hermes IIB powered SP-AJA and SP-AJB, were financed by the Railwaymen's Union and officially presented to the Warsaw Aeroclub on the 13th November 1932 named Kolejarz (Railwayman) and Kolejarz II.

 

Production RWDs were fitted with various engines, Cirrus Hermes IIB, Cirrus Hermes IV, de Havilland Gipsy Major or Walter Junior. On later aircraft the wing aspect ratio was slightly reduced, the spane being reduced from 10.5 m to 10.3 m, and the wing area increased from 15 sq m to 15.5 sq m , and a taller fin and rudder employed. The prototype underwent a number of modifications. In 1933 the engine was changed for a Hermes IV, and fitted with a production type windscreen as well as Dunlop medium pressure wheels in place of the original Palmer wheels.

 

RWD 5s achived a number of successes in national and regional rallies and meetings. The 5th National Lightplane Contest was won by Pronaszko in Hermes IV powered SP-AGJ and two Hermes IIB powered RWD 5s achieved 4tha and 5th places. They also participated in several international events, gaining fame in the Tour of Algeria and Morocco that took place in April 1933. SP-AJB Kolejarsz flown by Capt Robert Hirszbandt with Col Bohdan Kwieciński as passenger covering a route of 11,389 km without any problems to win the 'Foreigner's Prize'. All these achievements were to be overshadowed by Skarżyński epic Atlantic Flight.

 

Born 1st May 1897, Skarżyński began his military career in 1916-17 as a member of the Polska Organizacja Wojskowa (Polish Military Organization), a clandestine organization tasked with gathering intelligence on and sabotaging Poland's enemies. He transferred to the Polish Army when it was created in 1918 commanding units engaged with disarming German soldiers in his home town Warta. After that he fought in the Polish-Soviet War being wounded twice, the second time severely which left him with a permanent limp. Because of this he was unable to continue serving in the infantry and transferred to the aviation arm completing pilot training at Bydgoszcz in 1925 and then serving in the 1st Air Regiment.

 

Skarżyński first found fame with his tour of Africa. In September 1931 he conceived the idea, to acquaint the world with the achievements of Polish industry and prove the reliability of nationally developed aircraft, of a long range flight over a difficult route. Deciding of a tour of Africa be selected the PZL Ł.2 obtaining full backing from PZL for the venture. By the middle of November he had the blessing and financial support of the Department of Aeronautics, Ministry of Transport and LOPP. Work to convert the first production Ł.2 was quickly undertaken. Fuel capacity was increased from 150 ltr to 630 ltr by fitting four fuel tanks in the wings. A small fuel tank under the pilot's seat was replaced by an oil tank. Four luggage compartments, one replacing the original oil tank, were built into aircraft. The engine was enclosed in a cowling ring and Col Rayski loaned Standard Steel adjustable pitch metal airscrew from his own aircraft. The aircraft, registered SP-AFA and named Afrykanka, completed its trials in January 1931, and on the 1st February Capt Skarżyński and Lt Markiewicz left Warsaw for the first stage of a long tour.

 

They were delayed for a few days in Kraków because of bad weather in the Tatra Mountains and foggy and stormy conditions in southern Europe. Flying by Gyoma, Belgrade, Soplje, Athens, and Mersa Matruh, reaching Cairo on the 18th February. A damaged piston forced the aircraft down in the desert near Atbara, spares were brought from Atbara and the crew managed to replace the faulty cylinder and fly to Khartoum, where the engine was checked and cleaned of sand. On the 14th March they took off taking the route Malakal, Juba, Kisumu, Abercorn, Luebo, Leopoldville, Port Gentil, Lagos, Abidjan, Bamako, Dakar, Port Étienne, Casablanca, arriving at Alicante in Spain on the 12th April. On the way to Bordeaux the engine seized because incorrect oil had been supplied by mistake at Perpignan. This delayed them by two weeks. Eventually they landed at Warsaw on the 5th May having covered 25,770 km in 147 flying hours.

 

Despite the engine problems, the the tour proved an outstanding success. The aircraft spent more than three months in the open, being exposed to frost, snow, tropical storms and tropical sun, and survived the most incredible take-offs from unprepared fields, stony beaches, deserts, and 2 m high grass with no ill effects.

 

In June 1931, SP-AFA was flown by Skarżyński in the Bucharest Rally. Later it was involved in the first glider towing experiments conducted in Poland, and, fitted with a prototype tow gear assisted the Polish team during the 1932 Rhöne Meeting.

 

For his epic transatlantic flight, Skarżyński consulted the RWD designers and selected a specially converted RWD 5, that became known as the RWD 5bis (modified). The aircraft was completed by the end of March 1933 conforming to the FAI Category 2 requirements (single seat weighing less than 450 kg) and given the registration SP-AJU. Later it became known as Amerykanka. Powered by a 130 hp Gipsy Major engine, its fuel capacity was increased to 752 ltr and oil to 36 ltr giving a maximum range of 5,000 km. 452 ltr of fuel were carried in four 113 ltr tanks mounded side by side in the reinforced wing, and 300 ltr in a large tank fitted in the rear cabin, the doors and windows of which were omitted. To ensure greater comfort on long flights the pilot's seat was provided with rubber cushions that could be inflated in case of an emergency landing on water. Arm rests and foot supports close to the rudder bar were fitted.

 

The intended start date was the 7th April but the IBTL requested further trials before clearing the aircraft. These included a 10 hour endurance flight over Poland, which was made on the 15th April covering 1,650 km. Clearance followed five days later and on the 27th April SP-AJU left Warsaw reaching St Louis-du-Sénégal in West Africa on the 4th May. According to an official statement it was to make an attempt on the International Distance Record for Light Aircraft in category 2 from St Louis-du-Sénégal in the direction of western Europe.

Skarżyński's true intention of making the South Atlantic crossing to Brazil was a well guarded secret only to be revealed when he was already on his way.

 

Take-off was 23.00 on the 7th May and after 20 hours 30 minutes landed at Maceió, Brazil, 19.30 local time. Immediately after landing, the chief of the airfield's radio station approached the bare headed Skarżyński in a grey suit and enquired who he was. Skarżyński replied “I am captain Skarżyński of the Polish Air Force. My last take-off was from St Louis-du-Sénégal.” The bewildered official glanced at the tiny monoplane and the casual looking stranger in front of him, and, convinced that it was a hoax, shrugged his shoulders and walked away. Maceió control had been informed about the the attempted crossing (the RWD 5bis did not have a radio) but expected to see and impressive, large transatlantic aircraft, especially as Skarżyński had bypassed Natal, the nearest Brazilian airfield on his route. Only when the registration had been check did Maceió break out in celebration. In fact, on arrival at Maceió, Skarżyński still had fuel reserves for several more hours flying but decided not to extend the flight so as to avoid a risky landing in darkness on an unknown airfield.

 

Skarżyński's flight raised the International Distance Record in the FAI Category 2 to 3,582 km and with an empty weight of 450 kg, the RWD 5bis was the lightest aircraft to cross the Atlantic, and because Category 2 class was later abolished, the distance record was never officially beaten.

 

After triumphal tour of Brazil, including several demonstration flights, Skarżyński and SP-AJU left Rio de Janeiro on the liner Avila Star on the 11th of July, to arrive at Boulogne on the 17t July. After reassembly it was flown to Łódż and then Warsaw on the 2nd August, covering the entire tour of 18,305 km in 104 hr 40 min flying time. Skarżyński was given a hero's welcome and was decorated with order of Polonia Restituta. SP-AJU was presented to him by the Aeroclub of the Polish Republic and subsequently converted to a standard two seat configuration.

 

In 1934 he was promoted to Major and commanding a bomber squadron, and from 1938 was deputy C/O of the 4th Air Regiment in Toruń with a rank of Lt.Col. In April 1939 he became President of the Polish Aero Club. In August 1939 he became deputy Air Attaché for Rumania. When war broke out he helped with the escape of Polish Airmen to France and after the fall of France helped 17,000 Polish airmen move to Britain.

 

In Britain he was made C/O of Polish training schools at Hucknall and then Newton, eventually appointed C/O of RAF Lindholme. On the night of 25/26 June the Bomber command launched a 1,000 bomber raid on Bremen, of which the Polish contribution was 71 Wellingtons, 13 from 300 Squadron, 14 from 301 Squadron, 15 from 305 Squadron, 7 from Coastal Command 304 Squadon, and 22 from 18 OTU. Skarżyński volunteered to fly a supernumerary member of the Józef Szybka's crew in Wellington Mk II Z8528 SM*R. The Welligton suffered engine failure and Szybka ditched in the sea. The navigator launched a dinghy but Skarżyński exited the cockpit on the wrong side, was hit by a wave, and swept away. He was heard calling for help for some time but the sea's heavy swells prevented the dinghy from reaching him and he drowned. The rest of the crew, Józef Szybka, Kazimierz Nowak, Edward Rudowski, and Władysław Szmidt were rescued eight hours later.

 

 

[Dunny]

Lovely finish of an unusual subject Chris - you're a machine mate!

 

Cheers,

 

Roger

[bigbadbadge]

1 hour ago, stevehnz said:

Nicely done Chris. I recently picked up a 1/72 one of these, the story of this flight very much grabbed my imagination. You've got a super finish on this one, I'll hope for similar.

Steve.

 

Thanks Steve, it's a great kit and very interesting backround,  good luck with your build fella. 

 

1 hour ago, JWM said:

Nice result on this oldie! 

It could be maybe interesting to add a short note on the pilot, Stanisław Skarżyński which is here: https://en.wikipedia.org/wiki/Stanisław_Skarżyński.

He lost his life returning from a mission over  Bremen in summer 1942, as Wellington pilot in 305 (Polish) Squadron RAF.... RIP.

Regards

J-W

 

Thanks Jerzy it is a lovely kit even the style of box was fascinating too. He had an amazing career in the Military and he was obviously a very brave fellow and what a sad end to his life.  He certainly deserved his honours and it's good to see a statue in his home town . RIP to him.

 

1 hour ago, 303sqn said:

In 1930 the RWD team conceived a new 2-seat light tourer, designated RWD 5, evolved and refined from their earlier models. The aircraft had a completely new steel tube fuselage with a comfortable completely glazed cabin and a reworked wing wing using Warsaw Aerodynamic Institute's aerofoil section developed by Władyslaw Zalewski for the PZL 3 bomber. Zalewski had made available to the RWD team data from wind tunnel tests of the PZL 3 scale model. LOPP granted a subsidy for the prototype construction but work was delayed by the move from the University's workshop to Warsaw-Okęcie which soon became known as DWL. Construction of the prototype at the new premises began in September 1930 with the expectation that it would be completed by the following March. Due to extreme financial difficulties and othe problems arising from the move, it was not completed until July.

 

The prototype flew for the first time on 7th August 1931 powered by a Cirrus Hermes IIB engined loaned by the Ministry Of Transport. One week later, with the registration SP-AGJ, it flew to victory in the 3rd Tour of Southwestern Poland piloted by Mieczysław Ptonaszko and a few weeks later came first in the 4th National Lightplane Contest piloted by Francisek Żwirko.

 

In the spring of 1932 work began on the first batch of 10 RWD 5s, another batch of 10 followed in 1933. The production model differed from the prototype with having a redesigned undercarriage with medium pressure wheels and a more efficient windscreen and improved cabin windows. The first two production aircraft, the Hermes IIB powered SP-AJA and SP-AJB, were financed by the Railwaymen's Union and officially presented to the Warsaw Aeroclub on the 13th November 1932 named Kolejarz (Railwayman) and Kolejarz II.

 

Production RWDs were fitted with various engines, Cirrus Hermes IIB, Cirrus Hermes IV, de Havilland Gipsy Major or Walter Junior. On later aircraft the wing aspect ratio was slightly reduced, the spane being reduced from 10.5 m to 10.3 m, and the wing area increased from 15 sq m to 15.5 sq m , and a taller fin and rudder employed. The prototype underwent a number of modifications. In 1933 the engine was changed for a Hermes IV, and fitted with a production type windscreen as well as Dunlop medium pressure wheels in place of the original Palmer wheels.

 

RWD 5s achived a number of successes in national and regional rallies and meetings. The 5th National Lightplane Contest was won by Pronaszko in Hermes IV powered SP-AGJ and two Hermes IIB powered RWD 5s achieved 4tha and 5th places. They also participated in several international events, gaining fame in the Tour of Algeria and Morocco that took place in April 1933. SP-AJB Kolejarsz flown by Capt Robert Hirszbandt with Col Bohdan Kwieciński as passenger covering a route of 11,389 km without any problems to win the 'Foreigner's Prize'. All these achievements were to be overshadowed by Skarżyński epic Atlantic Flight.

 

Born 1st May 1897, Skarżyński began his military career in 1916-17 as a member of the Polska Organizacja Wojskowa (Polish Military Organization), a clandestine organization tasked with gathering intelligence on and sabotaging Poland's enemies. He transferred to the Polish Army when it was created in 1918 commanding units engaged with disarming German soldiers in his home town Warta. After that he fought in the Polish-Soviet War being wounded twice, the second time severely which left him with a permanent limp. Because of this he was unable to continue serving in the infantry and transferred to the aviation arm completing pilot training at Bydgoszcz in 1925 and then serving in the 1st Air Regiment.

 

Skarżyński first found fame with his tour of Africa. In September 1931 he conceived the idea, to acquaint the world with the achievements of Polish industry and prove the reliability of nationally developed aircraft, of a long range flight over a difficult route. Deciding of a tour of Africa be selected the PZL Ł.2 obtaining full backing from PZL for the venture. By the middle of November he had the blessing and financial support of the Department of Aeronautics, Ministry of Transport and LOPP. Work to convert the first production Ł.2 was quickly undertaken. Fuel capacity was increased from 150 ltr to 630 ltr by fitting four fuel tanks in the wings. A small fuel tank under the pilot's seat was replaced by an oil tank. Four luggage compartments, one replacing the original oil tank, were built into aircraft. The engine was enclosed in a cowling ring and Col Rayski loaned Standard Steel adjustable pitch metal airscrew from his own aircraft. The aircraft, registered SP-AFA and named Afrykanka, completed its trials in January 1931, and on the 1st February Capt Skarżyński and Lt Markiewicz left Warsaw for the first stage of a long tour.

 

They were delayed for a few days in Kraków because of bad weather in the Tatra Mountains and foggy and stormy conditions in southern Europe. Flying by Gyoma, Belgrade, Soplje, Athens, and Mersa Matruh, reaching Cairo on the 18th February. A damaged piston forced the aircraft down in the desert near Atbara, spares were brought from Atbara and the crew managed to replace the faulty cylinder and fly to Khartoum, where the engine was checked and cleaned of sand. On the 14th March they took off taking the route Malakal, Juba, Kisumu, Abercorn, Luebo, Leopoldville, Port Gentil, Lagos, Abidjan, Bamako, Dakar, Port Étienne, Casablanca, arriving at Alicante in Spain on the 12th April. On the way to Bordeaux the engine seized because incorrect oil had been supplied by mistake at Perpignan. This delayed them by two weeks. Eventually they landed at Warsaw on the 5th May having covered 25,770 km in 147 flying hours.

 

Despite the engine problems, the the tour proved an outstanding success. The aircraft spent more than three months in the open, being exposed to frost, snow, tropical storms and tropical sun, and survived the most incredible take-offs from unprepared fields, stony beaches, deserts, and 2 m high grass with no ill effects.

 

In June 1931, SP-AFA was flown by Skarżyński in the Bucharest Rally. Later it was involved in the first glider towing experiments conducted in Poland, and, fitted with a prototype tow gear assisted the Polish team during the 1932 Rhöne Meeting.

 

For his epic transatlantic flight, Skarżyński consulted the RWD designers and selected a specially converted RWD 5, that became known as the RWD 5bis (modified). The aircraft was completed by the end of March 1933 conforming to the FAI Category 2 requirements (single seat weighing less than 450 kg) and given the registration SP-AJU. Later it became known as Amerykanka. Powered by a 130 hp Gipsy Major engine, its fuel capacity was increased to 752 ltr and oil to 36 ltr giving a maximum range of 5,000 km. 452 ltr of fuel were carried in four 113 ltr tanks mounded side by side in the reinforced wing, and 300 ltr in a large tank fitted in the rear cabin, the doors and windows of which were omitted. To ensure greater comfort on long flights the pilot's seat was provided with rubber cushions that could be inflated in case of an emergency landing on water. Arm rests and foot supports close to the rudder bar were fitted.

 

The intended start date was the 7th April but the IBTL requested further trials before clearing the aircraft. These included a 10 hour endurance flight over Poland, which was made on the 15th April covering 1,650 km. Clearance followed five days later and on the 27th April SP-AJU left Warsaw reaching St Louis-du-Sénégal in West Africa on the 4th May. According to an official statement it was to make an attempt on the International Distance Record for Light Aircraft in category 2 from St Louis-du-Sénégal in the direction of western Europe.

Skarżyński's true intention of making the South Atlantic crossing to Brazil was a well guarded secret only to be revealed when he was already on his way.

 

Take-off was 23.00 on the 7th May and after 20 hours 30 minutes landed at Maceió, Brazil, 19.30 local time. Immediately after landing, the chief of the airfield's radio station approached the bare headed Skarżyński in a grey suit and enquired who he was. Skarżyński replied “I am captain Skarżyński of the Polish Air Force. My last take-off was from St Louis-du-Sénégal.” The bewildered official glanced at the tiny monoplane and the casual looking stranger in front of him, and, convinced that it was a hoax, shrugged his shoulders and walked away. Maceió control had been informed about the the attempted crossing (the RWD 5bis did not have a radio) but expected to see and impressive, large transatlantic aircraft, especially as Skarżyński had bypassed Natal, the nearest Brazilian airfield on his route. Only when the registration had been check did Maceió break out in celebration. In fact, on arrival at Maceió, Skarżyński still had fuel reserves for several more hours flying but decided not to extend the flight so as to avoid a risky landing in darkness on an unknown airfield.

 

Skarżyński's flight raised the International Distance Record in the FAI Category 2 to 3,582 km and with an empty weight of 450 kg, the RWD 5bis was the lightest aircraft to cross the Atlantic, and because Category 2 class was later abolished, the distance record was never officially beaten.

 

After triumphal tour of Brazil, including several demonstration flights, Skarżyński and SP-AJU left Rio de Janeiro on the liner Avila Star on the 11th of July, to arrive at Boulogne on the 17t July. After reassembly it was flown to Łódż and then Warsaw on the 2nd August, covering the entire tour of 18,305 km in 104 hr 40 min flying time. Skarżyński was given a hero's welcome and was decorated with order of Polonia Restituta. SP-AJU was presented to him by the Aeroclub of the Polish Republic and subsequently converted to a standard two seat configuration.

 

In 1934 he was promoted to Major and commanding a bomber squadron, and from 1938 was deputy C/O of the 4th Air Regiment in Toruń with a rank of Lt.Col. In April 1939 he became President of the Polish Aero Club. In August 1939 he became deputy Air Attaché for Rumania. When war broke out he helped with the escape of Polish Airmen to France and after the fall of France helped 17,000 Polish airmen move to Britain.

 

In Britain he was made C/O of Polish training schools at Hucknall and then Newton, eventually appointed C/O of RAF Lindholme. On the night of 25/26 June the Bomber command launched a 1,000 bomber raid on Bremen, of which the Polish contribution was 71 Wellingtons, 13 from 300 Squadron, 14 from 301 Squadron, 15 from 305 Squadron, 7 from Coastal Command 304 Squadon, and 22 from 18 OTU. Skarżyński volunteered to fly a supernumerary member of the Józef Szybka's crew in Wellington Mk II Z8528 SM*R. The Welligton suffered engine failure and Szybka ditched in the sea. The navigator launched a dinghy but Skarżyński exited the cockpit on the wrong side, was hit by a wave, and swept away. He was heard calling for help for some time but the sea's heavy swells prevented the dinghy from reaching him and he drowned. The rest of the crew, Józef Szybka, Kazimierz Nowak, Edward Rudowski, and Władysław Szmidt were rescued eight hours later.

 

 

Thanks 303 sqn for posting his career. He certainly had a very interesting and varied service.  He was obviously brave to complete the challenges with the aircraft and his exploits helping other servicemen leave Poland and France.  As said to Jerzy a sad end to his life.  RIP

 

Thanks guys

Chris

[bigbadbadge]

6 minutes ago, Dunny said:

Lovely finish of an unusual subject Chris - you're a machine mate!

 

Cheers,

 

Roger

Thanks Roger, it was great to do this one to get away from the Anson. It's a great little kit too.

Chris

[Pinback]

Always great to see something out of the ordinary- great finish.

 

(Loved your Pawnee from er...sometime ago..... time has blurred with the lockdowns!)

 

PB

 

[Alpha Delta 210]

Lovely build and beautiful photography, Chris. Thanks for the education as well!👍

[bigbadbadge]

8 hours ago, Pinback said:

Always great to see something out of the ordinary- great finish.

 

(Loved your Pawnee from er...sometime ago..... time has blurred with the lockdowns!)

 

PB

 

Thanks PB, it's a lovely aircraft and kit and is a joy to build.  I loved the Pawnee thank you, just had to do that Glider Tug due to the scheme. Will place in the yearbook when I do that at the end of the year.

 

1 hour ago, Alpha Delta 210 said:

Lovely build and beautiful photography, Chris. Thanks for the education as well!👍

Thanks Alpha Delta 210, very kind, JWM and 303sqn are to be thanked there.  The photos were done on my phone and against a backdrop kindly provided by @Andy Dyck, he is far better at photography and really makes them work, I am still learning!

 

Thanks guys

 

Chris

[TheBaron]

Your usual superb brushwork Chris. A lovely little masterpiece.

[Ratch]

Nicely done 

[bigbadbadge]

2 hours ago, TheBaron said:

Your usual superb brushwork Chris. A lovely little masterpiece.

Thanks Tony, very kind as always, I now know there is a PE set for it, so might have to get another at some point , SWMBO is not going to be pleased !!!

 

46 minutes ago, Ratch said:

Nicely done 

Thanks Ratch, very kind too.

 

Thanks guys

 

Chris

[Vesa Jussila]

Nice to see something not so typical. And also good background story. I have weak point for these polish light planes. Need to look what local hobby shop can offer next week. 

[Bertie McBoatface]

Very nice. Well done

[Epeeman]

Wonderful what as ever Chris -

 

Nice to see something a bit different as well

 

Regards

 

Dave

[bigbadbadge]

2 hours ago, Vesa Jussila said:

Nice to see something not so typical. And also good background story. I have weak point for these polish light planes. Need to look what local hobby shop can offer next week. 

Thanks Vesa Jussila they are rather lovely,  I wish we had a local model shop nearby, although I will no doubt be in trouble with SWMBO on a regular basis!!!  Have a lovely visit to your model shop.

 

1 hour ago, Bertie Psmith said:

Very nice. Well done

Thanks Bertie

 

1 hour ago, Epeeman said:

Wonderful what as ever Chris -

 

Nice to see something a bit different as well

 

Regards

 

Dave

Thanks Dave, I do like these old high wing aircraft and have a few of various similar types to do in the stash, just come across my part started Puss moth so might have to re start that too.  

 

Thanks all

 

Chris

[Andy Dyck]

Hi Chris,

 

that one turns out absolutely nice! Must be very small in 1/72.  Photography is very nice . Always good to the models on an airfield!

 

Cheers

 

Andy

[bigbadbadge]

5 hours ago, Andy Dyck said:

Hi Chris,

 

that one turns out absolutely nice! Must be very small in 1/72.  Photography is very nice . Always good to the models on an airfield!

 

Cheers

 

Andy

Hi and thanks Andy, thank you for the backround.  I will struggle with the bigger ones!!! Hope you're well. 

Chris