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Found 6 related products
![]() | JBr Decals - JBR72016 - 1:72 | F/A-18B TOP GUN, all-black More | Aircraft decals (military) | Catalogue | £2.75 | |
![]() | Linden Hill - LHD72014 - 1:72 | 'Lipetsk Top Guns' - The Aircraft of the Soviet Air Force's elite 4. TsBP PLS (21) Mikoyan MiG-31; Red 37; Sukhoi Su-27SM; Red 02; Sukhoi Su-25T; Red 85; Sukhoi Su-25; Red 73; Mikoyan MiG-29 9-13; Red 29; Red 32; Red 30; Mikoyan MiG-29UB; Red 37; Sukhoi Su-27UB; Red 61; Red 16; Red 17 `Air Force One'; Sukhoi Su-27S; Red 08 `Lipetsk Shark'; Red 01; Sukhoi Su-24MR; Red 52; Sukhoi Su-24M2; Red 44; Plus bonus options for Sukhoi Su-24MR; Mikoyan MiG-29; Mikoyan MiG-31B; Sukhoi Su-27. More | Aircraft decals (military) | Catalogue | £24.99 | |
![]() | Naval Fighters - NFAF223 - No Scale | Douglas C-74 Globemaster By Nicholas M. Williams, 104 pages (88 in b&w, 16 in color), 141 b&w photos, 35 color photos, 22 illustrations. The Japanese attack on Pearl Harbor in December 1941 brought U.S. Army Air Corps strategists to the realization that a new global transport was needed to carry large loads over great distances. The Douglas Aircraft Company in Santa Monica, California, also quickly saw this need and design studies were begun immediately on an expanded version of the company’s DC-4. The “C-74 Project Group" adopted a design philosophy to produce a “no frills" transport able to accommodate at least two of the Army’s T-9 tanks, two 105mm Howitzers, or two angle dozers. Douglas contacted the Air Corps early in 1942 to determine their interest and a letter of intent was issued in March 1942 for procurement of the Model 415A, now designated the C-74. A contract of over $50 million was signed in June 1942 for fifty airplanes. To speed its delivery to operational units, the C-74 was designed to be released without the benefits of an experimental or prototype model, all aircraft being designated as C-74s with design features following conventional “state-of-the-art" practice. Originally, powered by Wright R-3350 engines, a decision was made in March 1943 to switch to the new, mammoth Pratt & Whitney R-4360 Wasp Major. The first C-74 was rolled out in July 1945 from the Douglas Long Beach factory. At rollout, the C-74 was the largest land-based transport in the world with a wingspan of 173 feet, length of 124 feet, and gross weight of 145,000 pounds. Able to carry 125 passengers, the C-74 was called the Globemaster as its 11,100-gallons of internal fuel gave it a maximum range of over 7,000 miles, enabling it to circumnavigate the world with only two refueling stops. In its final form, the C-74 was a remarkably efficient airplane, using a semi-laminar flow airfoil for its wings with a full-span flap arrangement. The pilots were enclosed by two teardrop-shaped, double-bubble canopies that provided them with a 360-degree view. Douglas had every intention of adapting the C-74 into a civil airliner once hostilities had ended. In 1944 Pan American World Airways ordered 26 examples of the civil version, the DC-7, for a route expansion program into Latin America. However, further development of this DC-7 design increased its gross weight to 162,000 pounds and the unit cost to $1.4 million and Pan American cancelled its order in October 1945, opting for smaller transports. The first C-74, 42-65402, made its maiden flight from Long Beach in September 1945, but with the end of World War II, most of the C-74 production order was cancelled and only 14 Globemasters were built. Unfortunately, during contractor demonstration flights the second Globemaster crashed. The fourth C-74 was subsequently diverted for static tests and its components tested to destruction at Wright Field, Ohio. Beginning in September 1946, the remaining twelve C-74s were flown for the next nine years by the Army Air Forces’ Air Transport Command and the U.S. Air Force’s Military Air Transport Service. Once in service, the C-74 Globemaster, based first in Memphis, Tennessee, then Morrison Field, West Palm Beach, Florida, finally at Brookley AFB, Mobile, Alabama, set many records for tonnage carried. In November 1949, a C-74 flew the Atlantic to England with a record 103 passengers aboard. One Globemaster set several records during the Berlin Airlift, averaging over 38,000 pounds of cargo and setting a new Airlift Task Force utilization record by flying 20 hours in a 24-hour period. Until one C-74 was converted to the prototype C-124A and the Globemaster II became available, the C-74 was the only Air Force transport capable of carrying outsized cargo. After the C-74’s retirement from service in 1955, several were purchased surplus and began flying for a contract air carrier, Aeronaves de Panama, hauling prize cattle from Denmark to the Middle East, horses to Singapore, and ships’ parts and vegetables throughout Europe. Unfortunately, after the tragic crash in 1963 of one C-74 in Marseilles, France, the airline suspended operations and its C-74s eventually were scrapped. Today, no examples of this record-setting transport exist. This monograph of the C-74 Globemaster is written by Nick Williams, an award-winning author of over two dozen articles published in the Journal of the American Aviation Historical Society and publications in the U.K. Nick has written two previous books in Steve Ginter’s Naval Fighters series as well as his 1999 book published in the U.K., “Aircraft of The Military Air Transport Service 1948-1966". His new book on the C-74 is the result of nearly fifty years of research, containing comments from several of the C-74’s engineers as well as former Douglas and Air Force pilots. More | Aircraft books | Catalogue | £27.40 | |
![]() | Print Scale - PSL72033 - 1:72 | Messerschmitt Bf-109G-2 (11) Various different camouflage schemes in service with Luftwaffe; Italian AF; Yugoslavia AF; Hungarian AF; 1.Sicily, June-July 1943. So-called "Kanonen Booten" Bf.109 151/20 armed with three guns MG in under wings contain (Rustsatz R6). A camouflage: top-RLM74/75, a bottom-RLM76 2. BF.109G-10, III./JG 1, Anklem, ноябрь 1944 г. 3. Bf-109G-2. Pilot- D. Spisarevsky. By this plane it rammed bomber B-24. 4. Bf-109G-10/U3, 2. Lovacko Jato, 1. Zrakoplovna Skupina. Airdrome Zagreb-Lutsko, April 1945 5. Bf. 109G-6/R6/Trop, 70 Squadrilia, 23 Gruppo, 3 Stormo Caccia Terrestre. Cerveteri (Rome) July-August 1943 6. Bf. 109G-6 lieutenant Laslo Daniela, destructive group of 101/1 Hungarian Air Forces, summer 1944 7. Bf. 109G-2/R6, second lieutenant lon Dicezare, summer 1944 8. Bf-109-2. The commander 9 groups of 52 squadrons (9./JG 52) Herman Graf 212 victories, September 1942, airdrome Pitomnik, Stalingrad area 9. Bf. 109G-2, 3./JG 53, the pilot- Krinius. Augus 19th, 1942 10. Bf. 109G-4, Gruppen Kommandeur, I./JG 52, Summer 1943 11. Bf-109G-6 Staffelkapitan Hptm. Kirschner, 5/JG 3, Schipol, October 1943 More | Aircraft decals (military) | Catalogue | £9.70 | |
![]() | Syhart Decal - SY72102 - 1:72 | Mil Mi-24V Hind-E ''U.S. Coast Guard'' This Mi-24 was painted in U.S Coast Guard scheme to fulfill the role of an American Search and Rescue (SAR) helicopter in the Soviet film "Charged with Death" (Zarjazhennye smert'ju) , it appeared some time after filming during public days. In 1991, as the Soviet Union declined, relations with the United States improved. It is in this context that the film "Charged with Death" comes out in Russia. The scenario tells the story of traffickers hunted by the Soviet Navy, in collaboration with the US Coast Guard. If it happens that western aircrafts wear of the communist or middle-east block style schemes, such as the "Aggressors" of the Naval Fighter Weapons School (Top Gun) in the US Navy, or the US Air Force's "Aggressor Squadrons." It is much less common to see Soviet aircrafts in American colors, especially when it's a Mil Mi-24 (attack helicopter) which plays the role of a rescue helicopter. However, it should be noted that the decoration of the "U.S Coast Guard" type which has been applied to it respects the original scheme in the smallest detail, notably the faithful insignia of the U.S coast guards. The only breach would be the bands bordering the American star which are a little too long, this detail is obviously included in the decals. More | Aircraft decals (military) | Catalogue | £5.99 | |
![]() | Warpaint Series - WPS126 - No Scale | Grumman F-14 Tomcat By Charles Stafrace. The US Navy embarked on the VFX fighter programme when it became obvious that the weight, engine and manoeuvrability issues plaguing F-111B, the naval variant of the Tactical Fighter Experimental (TFX), would not be resolved to the Navy's satisfaction. The Navy requirement was for a fleet air defence fighter whose primary role was intercepting Soviet bombers before they could launch missiles against the carrier battle group. The Navy strenuously opposed the TFX, which incorporated the US Air Force's requirements for a low-level attack aircraft that were not required by the Navy. Grumman came up with a solution in the form of their F-14 Tomcat, a supersonic, twin-engine, two-seat, variable-sweep wing aircraft. But what made the Tomcat head and shoulders above all other fighters was its AWG-9 weapons control radar married to the superlative AIM-54A Phoenix air-to-air missile. The Tomcat was all the US Navy required, and the F-111B episode was soon forgotten. The F-14A was the first version of the Tomcat, and it entered US Navy service in 1972 with VF-1 and VF-2 and first deployed overseas on USS Enterprise in 1974, gradually replacing the later versions of the F-4 Phantom on the US carriers’ decks. The F-14A served only with one foreign air force, the Imperial Iranian Air Force which, after the 1978 revolution, came to be known as the Iranian Islamic Iranian Air Force. The Tomcat’s role in Iran’s war against Iraq from 1980 to 1988 is explained in detail. The Iranian, in its locally-improvised versions, is still in service. The F-14A version of the Tomcat inherited not only the AWG-9/AIM-54 system from the ill-fated F-111B but also its troublesome TF30 engine. In the US Navy it was only when the F-14B was re-engined with the more powerful and more reliable F-110-GE-400, as was also the F-14D, that the Tomcat really showed its true potential in the air. The Tomcat went on to serve on all US carriers of the Forrestal and Kitty Hawk Class of carriers and on all nuclear powered carriers built until 2006, the year when the Tomcat was retired from service. During the years it spent on deck, the Tomcat, in its F-14A, F-14B and F-14D versions, participated in all US interventions of the 1980s, 1990s and 2000s in the Mediterranean, Middle East and Horn of Africa, and distinguished itself not only as an interceptor fighter, but later also as a ground support and reconnaissance aircraft when the need for these two new roles were needed and when equipped with the LANTIRN and TARPS systems. The Tomcat’s story was immortalised by the Hollywood production that made ‘Tomcat’ and ‘Top Gun’ household names, but in real life the Tomcat was truly a confirmed ‘MiG-killer’ and a ‘Sukhoi-killer’ in encounters with hostile Libyan opposition. Its exit from the US Navy scene in 2006 was a controversial one, as the aircraft was still considered a valuable asset to the fleet. However, its astronomical maintenance hours per flight hours and its ageing systems compared with the newer F/A-18 Hornet worked against it. All this is explained in detail in this new Warpaint title, a 124-page account of America’s most famous fighter of recent times, that contains no fewer than 280 photos, ten pages of colour profiles, scale plans, fourteen information tables and a text that give exact details of every squadrons, details of all deployments with carrier, CVW, dates and destination, conversions to later versions, and many other information as now expected from titles by author Charles Stafrace, supported by superb artwork by John Fox. More | Aircraft books | Catalogue | £25.00 |
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