Product Spotlight

Product Spotlight: Heinkels Over the Arctic

“The worst journey in the world.”

– British Prime Minister Winston Churchill in his remarks about the lend-lease convoys transiting the Arctic to reach the Russian ports of Archangel and Murmansk

Among its many roles, the He 111 served as a torpedo bomber in the Battle of the Atlantic and the Mediterranean Sea. In the Atlantic campaign the Luftwaffe created Fliegerführer Atlantik for this purpose. In the spring 1941, the Luftwaffe had been using conventional bombs to attack shipping more often than not. Such a method resulted in heavy losses to He 111 units in aircraft and crew as the 111s attack point was too close. III./Kampfgeschwader 40 had only eight of 32 crews remaining by April 1941 and had to be withdrawn. Most He 111 units were replaced by the faster Junkers Ju 88 and Dornier Do 217 which also suffered losses, but not to the extent of the He 111.

A proper aerial torpedo could have prevented such losses. The German Navy had purchased Horton naval torpedo patents from Norway in 1933 and the Whitehead Fiume patent from Italy in 1938. But air-launched torpedo development was slow. In 1939 trials with Heinkel He 59 and Heinkel He 115 had revealed a 49 percent failure rate owing to aerodynamic difficulties and depth control and fusing difficulties. Until 1941 the Luftwaffe obtained poor results in this field. When in 1941 the Luftwaffe took an active interest, the Kriegsmarine resisted Luftwaffe involvement and collaboration and direct requests by the Luftwaffe to take over development was refused. With the Atlantic campaign in full swing, the Luftwaffe needed a torpedo bomber to allow its aircraft to avoid increased shipboard anti-aircraft armament. It set up a number of schools devoted to torpedo attack at Gossenbrode, Germany and Athens, Greece. It was found that the He 111 was highly suited to such operations. In December 1941 the Luftwaffe was granted the lead in torpedo development. Trials at Grossenbrode enabled the He 111 to carry two torpedoes, while the Ju 88 could also manage the same number and remain faster in flight. KG 26 was equipped with both the He 111 and Ju 88. Some 42 He 111s served with I./KG 26 flying out of Norway.

The He 111’s ordnance was the Italian Whitehead Fiume 850 kg (1,870 lb) torpedo and the German F5 50 kg (110 lb) light torpedo. Both functioned over a distance of 3 km (1.9 mi) at a speed of 40 km/h (25 mph) The Whitedhead armament weighed over 200 kg (440 lb). To make an attack the He 111 pilot had to drop to 40 m (130 ft) and reduce air speed to 190 km/h (120 mph). The water depth had to a minimum of 15 m (49 ft). In comparison to the Italian and German-designed ordnance, the Imperial Japanese Navy‘s Type 91 torpedo — the ordnance which proved so devastating to the U.S. Navy‘s warships during the Attack on Pearl Harbor — would end up being considered for German production as the Luftorpedo LT 850, after its plans were taken to Germany nine months later by IJN submarine I-30 on August 2, 1942.

The He 111 was committed to operations in the Arctic Ocean against the Arctic convoys traveling to the Soviet Union from North America and the United Kingdom. One notable action involved I./KG 26 attacking Convoy PQ 17 in June 1942. I./KG 26 and its He 111s sank three ships and damaged three more. Later, III./KG 26 helped Ju 88s of III./KG 30 based at Banak sink several more ships. Some 25 out of 35 merchant ships were sunk altogether. Convoy PQ 16 was also successfully intercepted by KG 26, who claimed four vessels, but lost six crews in return. Convoy PQ 18 was also intercepted during 13 15 September 1942. In total some 13 out of 40 ships were sunk. However it cost the Luftwaffe 40 aircraft, of which 20 were KG 26 He 111s. Of the 20 crews, 14 were missing.^[42]

He 111 torpedo units continued to operate with success elsewhere. Anti-shipping operations in the Black Sea against the Soviet Navy were also carried out. The Soviets mainly sailed at night and singly, making interception very difficult. The Soviets also heavily protected their shipping at sea and in port. Anti-aircraft defensive fire was severe in daylight and at night was supported by searchlights, though these measures did not stop the He 111 completely. Geschwader continued to press home their attacks with some success.

In the Mediterranean theatre the Allies had won air superiority by 1943 but the torpedo Geschwader, KG 26, continued to operate He 111s in shipping attack units. The He 111s attacked Allied shipping along the African coast flying from bases in Sicily and Sardinia both in daylight and darkness. In spite of nightfighers and anti-aircraft defences the He 111s continued to get through to their targets. Losses meant a gradual decline in experienced crews and standards of attack methods. Such missions were largely abandoned in the spring owing to shortages in aircraft and crews. By April, KG 26 could only scrape together some 13 Ju 88 and He 111 torpedo bombers. With the exception of I./KG 26 all other groups converted onto the Ju 88.

Look for Corgi’s recently announced Heinkel He-111H-6 torpedo bomber some time this summer (AA33715).

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Product Spotlight: Ah, Benelli

After a long hiatus, it would appear as if Minichamps is once again cranking out some classic motorcycles. The first bike up for consideration and now in stock is a 1:12 scale 1975 Benelli 750 Sei Motorcycle that is finished in silver (MIN122123001).

Like the red version released way back in 2010, the silver bike features loads of detail and highly engineered parts, making it one of the most sought after collectibles in the motorcycle market. From working brake calipers to hoses and cables, no diecast motorcycle collectino would be complete without one of these handcrafted replicas.

The Benelli 750 Sei is a motorcycle that was produced by Italian manufacturer Benelli from 1972-1978. It was the first production motorcycle with a 6-cylinder engine. The engine was based on the four-cylinder Honda CB500, but with two extra cylinders. The cylinder head fins of the Sei were squared off to provide a cosmetic individuality; but otherwise the engine is in most respects obviously derived from the Honda.

Despite the extra cylinders, the Sei’s width was kept to a minimum by siting the alternator (which, on the Honda, is at the left-hand end of the crankshaft) behind the cylinders. Cooling was improved by having air passages between the cylinders. The Sei had three carburetters, compared to the Honda’s four. After four years of production, Benelli developed the 750 Sei into a 900cc motorcycle, with six-into-two exhausts.

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Product Spotlight: Chasing Astronauts

“First, I believe that this nation should commit itself to achieving the goal, before this decade is out, of landing a man on the moon and returning him safely to the earth. No single space project in this period will be more impressive to mankind, or more important for the long-range exploration of space, and none will be so difficult or expensive to accomplish.”

– Excerpted from President John F. Kennedy’s speech delivered before a joint session of Congress, May 25th, 1961

STS-3 was NASA’s third Space Shuttle mission, and was the third mission for the Space Shuttle Columbia. It launched on March 22nd, 1982, and landed eight days later on March 30th. The mission involved extensive orbital endurance testing of the Columbia itself, as well as numerous scientific experiments. STS-3 was the first shuttle launch with an unpainted external tank, and the only mission to land at the White Sands Space Harbor near Las Cruces, New Mexico. The shuttle was forced to land at White Sands due to flooding at its originally planned landing site, Edwards Air Force Base.

Before landing, Northrop T-38 Talon chase planes flew alongside the shuttle, helping to guide the unpowered craft down and onto the flat desert floor. To commemorate this momentous occasion, and to kick off their latest aircraft tooling, Hobby Master has announced plans to model the Northrop T-38 trainer, and, in particular, the lead chase plane used at the conclusion of STS-3 (HA5401). Look for this sleek replica to streak across the hot desert sands some time in April.

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Product Spotlight: “The Mighty One”

“The F-35 is the fighter plane of the future that will allow Israel to maintain its aerial superiority and its technological advantage in the region… The F-35 will give the IAF better capabilities, both near and far, to help strengthen Israel’s national security.”

– Israeli Defense Minister Ehud Barak

On December 12th, the Israeli Air Force will take delivery of its first pair of Lockheed-Martin F-35 Lightning II Joint Strike Fighters, which will then be operated from the Nevatim Airbase, near Beershba, in Israel’s Negev Desert. The Israeli version will be a modified “A” variant and, as customary with the IAF, will carry its own name to distinguish it from the same aircraft flown by other air forces. The “Adir” or “Mighty One” represents a significant departure for the IAF, who will, for the first time, possess a low-observable fighter/attack aircraft that can penetrate enemy air defense networks with little fear of retaliation.

Thus far, 50 aircraft have been ordered by Israel, and perhaps more will be necessary since they are replacing 326 aging F-16 fighters flown by the IAF, as well as several dozen F-15 Eagles.

Unique adaptations have been made to facilitate the integration of Adir with the IAF operational fleet. One of the most critical elements was the introduction of command, control and communications applications necessary to operate the new fighter within the IAF indigenous Command and Control environment. The development of this application has been completed at IAI’s labs and is now in production for the aircraft destined for Israel.

A first batch of 19 aircraft Israel is expected to receive will be the standard model operated by the US Air Force and other partner nations, it is expected to carry a limited weapon’s load comprising of two Boeing GBU-31s (JDAM) and two Lockheed Martin GBU-12s (Paveway laser guided bombs) or two Raytheon AMRAAM beyond visual range (BVR) air/air missiles. All will be carried internally.

Further adaptations expected to mature for the second batch will include the integration of certain ordnance types operated by the IAF, such as the Rafael Spice 1000 guided weapons. The more complex task is the integration of weapons carried in the internal weapon bay, thus maintaining full stealth capability of the aircraft. Other types can be taken as external stores, must also go through the lengthy integration process.

Hobby Master’s upcoming look at the IAF F-35A “Adir” Joint Strike Fighter (HA4410) is expected in May 2017, and we will post pictures of it just as soon as they are made available.

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Product Spotlight: The German Ehrhardt Strassenpanzerwagen E-V/4 Armored Car

“You will be home before the leaves fall from the trees.”

– German Emperor Wilhelm II, addressing German soldiers departing for the front in WWI, August 1914

Every so often, a new product crosses our desk that seems to come out of nowhere yet has a dramatic impact. Earlier today, one such item came to light: a WWI-era German Ehrhardt Strassenpanzerwagen E-V/4 Armored Car (ATL7210001). Produced by Atlas Editions and offered in 1:43 scale, this interesting little oddity seems to be the first Great War military vehicle made by this prolific publisher, and could signal the start of a brand new series if sales meet or exceed expectations.

The E-V/4 Panzerkraftwagen Ehrhardt was one of the first examples of a type of high and flatsided armoured car design that the Germans used almost until the start of the Second World War for internal policing duties. It weighed nearly 9 tons, had a crew of eight or nine, and carried an armament of up to three machine-guns.

The very first German armoured cars were special large car or truck chassis adapted to carry a skyward-looking artillery piece for use against observation balloons. These vehicles were collectively known as Ballon Abwehr Kanonen (BAK), though none were taken into large-scale use.

The Daimler and Ehrhardt armored car prototypes were both reliant on the use of double wheels on each side of the rear, and had flanges on the single wheels at the front of the vehicle, in an effort to reduce ground pressure and so enhance the cross-country mobility of the vehicle to a useful degree. All three cars had a crew of eight or nine men, carried an armament of at least three machine guns, and possessed a maximum armour thickness of 9 mm.

Only a handful of pieces are being made available to us some time in December, so this is going to be one of those first come first served listings that could get gobbled up even before the product hits the shelves.

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Product Spotlight: Fly Softly and Carry a Big Stick

“They have retreated, our troops reached the outskirts of Port Stanley. A large number of Argentinian soldiers have lain down their arms. White flags are flying over Port Stanley. Our troops have issued the command to shoot only in self-defence. Discussions among the commanders on the capitulation of the Argentinian troops in the Falklands have begun.”

– British Prime Minister Margaret Thatcher, reporting on the British victory over Argentine forces, June 14th, 1982

Back in 1982, Argentina attempted to wrest control of a group of islands in the South Atlantic, known as the Falkland Islands (a.k.a. The Maldives), from the clutches of Great Britain, citing their proximity as the principal reason why it should become Argentinian soil. In response, the British sent the bulk of their fleet and Royal Marines to retake the islands from the Argentinians, and supported the attack with Avro Vulcan strategic bombers carrying conventional ordnance. On May 1st, British operations on the Falklands opened with the first in a series of “Black Buck 1” attacks (of which there were five) on the airfield at Stanley. A Vulcan bomber from Ascension flew on an 8,000-nautical-mile (15,000 km; 9,200 mi) round trip dropping conventional bombs across the runway at Stanley and back to Ascension.

As the final RAF Avro Vulcan squadrons were contemplating their impending withdrawal from service in early 1982, developments in the South Atlantic would see this mighty bomber go to war for the first time in its 26-year service history. Operation “Black Buck” would require a Vulcan to drop 21 conventional 1,000 lb bombs on the runway at Port Stanley, in the Falkland Islands, preventing Argentine forces from using their most capable strike and support aircraft. It would also send a strong message to Argentina’s political leaders that Britain would stop at nothing in re-taking the Islands.

The raid would be launched from RAF Ascension Island, which was some 6,300 km from the Falklands and presented something of a logistical nightmare for military planners. Flown almost entirely over the sea, the Black Buck raids would require the support of twelve Victor tankers on the outbound leg, with a further two for the return flight and all the associated contingency plans.

Taking off from Ascension Island at midnight on April 30th, 1982, Avro Vulcan B.2 XM607 piloted by Flight Lieutenant Martin Withers was to fly as reserve aircraft to the primary bomber XM598 on this highly complex raid, but was quickly promoted to lead aircraft on “Black Buck 1” following technical difficulties encountered by XM598. Embarking on what was the longest bombing raid attempt in history, XM607 was refuelled seven times on its way to the Falkland Islands, before successfully releasing its payload of bombs across the Port Stanley runway.

Following a further rendezvous with a Victor tanker on the way home, XM607 returned to its base on Ascension Island and a place in the history books – if nothing else, this raid illustrated Britain’s determination to take back the Falkland Islands and that they had the capability to do it. Of the seven Black Buck raids planned against Argentine forces on the Falkland Islands, five actually took place and proved to be the only time that Britain’s Mighty Avro Vulcan went to war.

Corgi’s RAF Avro Vulcan B.2 Strategic Bomber – XM607, RAF No. 44 Squadron, “Operation Black Buck”, Falklands Conflict, South Atlantic, 1982 (AA27203) is expected later this holiday season.

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Product Spotlight: Dancing with Doodlebugs

Perhaps the most curious development arising from the Second World War was the so-called Wunderwaffe (Wonder Weapons), which came about when the German military sought a qualitative solution over the Allies as they closed the noose around the Third Reich during the final stages of the war. One of the technological breakthroughs was the Vergeltungswaffe 1 or V-1 (also known to the Allies as the buzz bomb, or doodlebug) – a rocket propelled, unmanned aircraft filled with explosives that was flown off of low slung ramps from the westernmost bases along the English Channel towards targets in England. Once the V-1 reached its target, its engine would cut out and the aircraft would descend vertically towards its target, which was usually a dense civilian population center. To defeat these high speed threats, the RAF employed their fastest interceptors to either shoot down the bombs from a distance before they could reach their targets or tip them over using a highly risky wingtip-to-wingtip toppling technique (“the Doodlebug Dance”) that put the pilot’s life in jeopardy, as well as his aircraft.

Corgi’s upcoming set consisting of a Gloster F.1 Meteor and accompanying Doodlebug is a fitting reminder of what air-to-air combat had become towards the waning stages of the War (AA27403).

Under the cloak of extreme secrecy, Britain had been testing the viability of a jet-powered fighter since early 1941, with the Gloster E28/89 Pioneer proving that this was indeed possible. The race was now on to produce an effective, operational jet fighter, at a time when every available resource was required for the war effort and experimental technology was a luxury that often proved to be more of a distraction. Work continued apace and the twin-engined Gloster Meteor neared a test flight.

This work was so highly classified, that any test flight required the roads around the airfield to be sealed off by the local constabulary and all residents ushered away from the immediate vicinity. All non-essential personnel were forced to leave the airfield for the duration of the test flight, even though they would have clearly seen (and heard) the strange new aircraft once it was in the air! Following completion of the flight and the safe recovery of the aircraft, life could get back to normal.

As the Gloster Meteor entered RAF service, it was originally charged with destroying the V-1 flying bombs that were being sent indiscriminately in the direction of southern Britain. The first Meteor victory over a Doodlebug occurred on the 4th August 1944, when Flying Officer T.D ‘Dixie’ Dean spotted a V-1 flying in the direction of Tunbridge Wells. Placing his Meteor EE216 in a shallow dive to build up speed, he lined up the V-1 in his gunsight and fired – after a short burst, all four guns jammed.

Dean was determined not to let the Doodlebug get away and maneuvered his Meteor alongside the flying bomb, wing tip to wing tip. When he was positioned as close as he safely could, he flicked the control column of his Meteor and banked sharply away – the sudden airflow disruption caused the V-1 to go out of control and crash without causing injury on open ground. Dean had the first Meteor victory over the V-1 and was the first pilot to use the risky ‘tip and run’ tactic to destroy one these feared flying bombs.

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Product Spotlight: The Junkers D.1 – Unseating the Biplane

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“The important thing in aeroplanes is that they shall be speedy.”

– Baron Manfred Von Richthofen

Most people tend to equate WWI aerial combat with biplanes, zeppelins or even balloons, never truly considering the low wing monoplane as a viable candidate for dogfighting until years later. Well, several manufacturers, such as Junkers, would dispel that myth toward the end of the war, as airplane design advanced from the flimsy double or even triple wing design to a more durable single wing type.

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 September 17th, 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 redesignate the next example the J 9, which was supplied to the Idflieg instead of the three J 7s ordered.

Look for Wings of the Great War’s rendition of the German Junkers D.I Monoplane Fighter (WW11701) this coming December.

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Product Spotlight: “The Santa Tracker”

“Yes, Virginia, there is a Santa Claus.”

– Editorial that appeared in the New York Sun, September 1897

Norad Tracks Santa is an annual Christmas themed entertainment program, which has existed since 1955, produced under the auspices of the North American Aerospace Defense Command (NORAD). Every year on Christmas Eve, “NORAD Tracks Santa” purports to track Santa Claus as he leaves the North Pole and delivers presents to children around the world. The program is the tradition of the September 1897 editorial “Yes, Virginia, thee is a Santa Claus” in the New York Sun.

Today, NORAD relies on volunteers to make the program possible. Each volunteer handles about forty telephone calls per hour, and the team typically handles more than 12,000 e-mails and more than 70,000 telephone calls from more than two hundred countries and territories. Most of these contacts happen during the twenty-five hours from 2 a.m. on December 24 until 3 a.m.MST on December 25th. A website called NORADSanta.org was established to allow project access for Internet users.

Google Analytics has been in use since December 2007 to analyze traffic website traffic. As a result of this analysis information, the program can project and scale volunteer staffing, telephone equipment, and computer equipment needs for Christmas Eve. Volunteers include NORAD military and civilian personnel.

In 2014, NORAD answered more than 100,000 phone calls. In 2015, more than 1,200 U.S. and Canadian military personnel volunteered to staff the phone lines.

Presently, the Hobby Master S-3 Viking “Santa Tracker” (HA4904), which plays on the program’s activities and features a caricature of Santa’s back as if he had collided with the aircraft, is scheduled to arrive some time in December, although its unclear if it will make it in time for Christmas delivery. Should things change, we will update our web site accordingly and indicate whether or not collectors can count on it as a Christmas present. If you are not keen to have Jolly St. Nick slathered across your warbirds, then a similar plane can be purchased in the form of HA4905.

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Wings of the Great War Goes Off-Roading this November

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“More valuable than rubies. I should like my own Rolls Royce car with enough tyres and petrol to last all my life.”

– Thomas Edward Lawrence CB DSO FAS, A.K.A. “Lawrence of Arabia” discussing his squadron of nine Rolls Royce Armoured Car used in his operations against the Turkish forces

If you thought Wings of the Great War was content to build replicas of tanks and aircraft, you’d better think again. This November, the Company plans to introduce their first ever armored car, a heavily modified Rolls Royce that was used by the Royal Naval Armoured Car Section during WWI (WW10301). Based on a vehicle that served with the Light Armoured Motor Batteries of the Machine Gun Corps, on the Western Front in 1916, their first effort at offering a non-traditional battle wagon is welcome news for any number of reasons. Foremost among them, it means they can begin to branch out a bit and tackle some more exotic locales and subjects, and, in particular, one of Lawrence of Arabia’s famed weapons when he took the war to the Ottoman Empire.

Six RNAS Rolls-Royce squadrons were formed of 12 vehicles each: one went to France; one to Africa to fight in the German colonies and in April 1915 two went to Gallipoli. From August 1915 onwards these were all disbanded and the materiel handed over to the Army which used them in the Light Armoured Motor Batteries of the Machine Gun Corps. The armoured cars were poorly suited to the muddy trench filled battlefields of the Western Front, but were able to operate in the Near East, so the squadron from France went to Egypt.

Lawrence of Arabia used a squadron in his operations against the Turkish forces. He called the unit of nine armoured Rolls-Royces “more valuable than rubies” in helping win his Revolt in the Desert. This impression would last with him the rest of his life; when asked by a journalist what he thought would be the thing he would most value he said “I should like my own Rolls-Royce car with enough tyres and petrol to last me all my life”.

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In the Irish Civil War (1922-1923), 13 Rolls-Royce armoured cars were given to the Irish Free State government by the British government to fight the Irish Republican Army. They were a major advantage to the Free State in street fighting and in protecting convoys against guerrilla attacks and played a vital role part in the retaking of Cork and Waterford. Incredibly, despite continued maintenance problems and poor reaction to Irish weather, they continued in service until 1944, being withdrawn once new tyres became unobtainable. Twelve of the Irish Army examples were stripped and sold in 1954.

At the outbreak of World War II, 76 vehicles were in service. They were used in operations in the Western Desert, in Iraq, and in Syria. By the end of 1941, they were withdrawn from the front line service as modern armoured car designs became available. Some Indian Pattern cars saw use in the Indian subcontinent and Burma.

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