Tamiya TA31911

uncovering the U.S. Navy McDonnell F-4B/F-4J/F-4N/F-4S Phantom by Danny Coremans

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LTV A-7 Corsair. 140 page book on the LTV A-7 Corsair II. It holds every detail of the Corsair II: cockpit, fuselage, air intake, wings, pylons, landing gear, speed brake, vertical and horizontal tail and a lot of action photographs. While a lot of photos were taken from Greek Corsairs IIs, other versions, such as the A-7A, B, D and E are included. Fantastic photos of colourful US Navy A, B and E Corsairs are included, as well as Air National Guard aircraft and Portuguese jets. The two-seat jets are not overlooked!

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Building the Supermarine Spitfire The iconic Supermarine Spitfire, the most strategically important British single-seat fighter of World War II. The Spitfire, renowned for winning victory laurels in the Battle of Britain along with the Hawker Hurricane, served in every theatre of the War and was produced in more variants than any other British aircraft. The Spitfire was designed by Reginald Mitchell of Supermarine Ltd., in response to a 1934 Air Ministry specification calling for a high-performance fighter with an armament of eight wing-mounted 0.303-inch machine guns. The airplane was a direct descendant of a series of floatplanes designed by Mitchell to compete for the coveted Schneider Trophy in the 1920s. One of these racers, the S.6, set a world speed record of 357 miles per hour in 1929. Designed around a 1,000-horsepower, 12-cylinder, liquid-cooled Rolls-Royce PV-12 engine (later dubbed the Merlin), the Spitfire first flew in March 1935. It had superb performance and flight characteristics, and deliveries to operational Royal Air Force (RAF) squadrons commenced in the summer of 1938. A more radical design than the Hurricane, the Spitfire had a stressed-skin aluminum structure and a graceful elliptical wing with a thin airfoil that, in combination with the Merlin's efficient two-stage supercharger, gave it exceptional performance at high altitudes. The version of the Spitfire that fought in the Battle of Britain was powered by a Merlin engine. Faster than its formidable German opponent the Bf-109 at altitudes above 15,000 feet and just as manoeuvrable, Spitfires were sent by preference to engage German fighters while the slower Hurricanes went for the bombers. More Hurricanes than Spitfires served in the Battle of Britain, and they were credited with more 'kills,' but it can be argued that the Spitfire's superior high-altitude performance provided the margin of victory. Meanwhile, Supermarine was developing more-capable versions of the Spitfire driven by progressively more-powerful Merlin's. The eight 0.303-inch machine guns gave way to four 0.8-inch automatic cannons, and by war's end the Spitfire had been produced in more than 20 fighter versions alone, powered by Merlin's of up to 1,760 horsepower. Though outperformed by the German Fw-190 on that aircraft's introduction in 1941, the Spitfire restored parity the following year and eventually regained the advantage. It remained a first-line air-to-air fighter throughout the war. Spitfires were used in the defence of Malta, in North Africa and Italy, and, fitted with tail hooks and strengthened tail sections, as Seafires from Royal Navy aircraft carriers from June 1942. Spitfires helped to provide air superiority over the Sicily, Italy, and Normandy beachheads and served in the Far East from the spring of 1943. Fighter-bomber versions could carry a 250 or 500lb bomb beneath the fuselage and a 250-pound bomb under each win One of the Spitfire's most important contributions to Allied victory was as a photo-reconnaissance aircraft from early 1941. Superior high-altitude performance rendered it all but immune from interception, and the fuel tanks that replaced wing-mounted machine guns and ammunition bays gave it sufficient range to probe western Germany from British bases. n late 1943 Spitfires powered by Rolls-Royce Griffon engines developing as much as 2,050 horsepower began entering service. Capable of top speeds of 440 miles per hour and ceilings of 40,000 feet, these were used to shoot down V-1 'buzz bombs.' During World War II, Spitfires were exported in small numbers to Portugal, Turkey, and the Soviet Union, and they were flown by the U.S. Army Air Forces in Europe. When production ceased in 1947, 20,334 Spitfires of all versions had been produced, 2,053 of them Griffon-powered versions. Fighter versions of the Spitfire were withdrawn from RAF service during the early 1950s, while photo-reconnaissance Spitfires continued in service until 1954. In Model Aircraft 'Extra Special' #6, the biggest book of this series some 22`Spitfire build projects will be included, in a 'how-to' format, and continue this fantastic series modelling guides from MA Publications, the new name in scale modelling.

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Lockheed T-33 Thunderbird colours and markings. With its roots in the successful Lockheed P-80 Shooting Star jet fighter, the Lockheed T-33, popularly known as the T-Bird, became the USAF's standard advanced trainer of the 1950s. Almost 5,700 T-33As were built for the USAF and USN, of which more than 1,000 were transferred to NATO Allies and others to a number of smaller air forces worldwide, and the aircraft were also licence-built in Canada and Japan. The type's operational service spanned well over 40 years, thus reaching an amazing record in longevity. The 'Dozen Set' line of handbooks is aimed especially at scale modellers. Each title describes twelve particular aeroplanes, documented by period photos, and also brings useful detailed shots which can be utilised in finishing the models. The publication has 28 pages, including a total of 49 overall and detailed photographs, 12 pages with colour camouflage schemes and their description. Text in English. A comprehensive decal sheet is added for modellers' convenience. Following aircraft are depicted on each decal sheet: U.S. Air Force (2x), U.S. Navy (1x), U.S. Marine Corps (1x), Royal Canadian Air Force (1x), Canadian Armed Forces (1x), Japanese Ar Self Defence Force (1x), Luftwaffe (1x), Royal Netherlands Air Force (1x), Belgian Air Force (1x), French Air Force (1x) and Spanish Air Force (1x).

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U.S Combat Aircraft Colours Over Vietnam 1964-1975 (Volume 2 US Navy and US Marine Corps) - White Series - Jaroslaw Dobrzynski.

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"BLUE GOOSE" COMMAND AIRCRAFT of the USN, USMC and USCG 1911 to 1961 BY: William A. Riley and Thomas E. Doll 128-pages, 15-color illustrations, 13-color photos, 435-B&W photos, and 9-B&W illustrations. This book covers US Naval Aviation from its beginnings in 1911 until 1961 through the interesting and some times colorful "Blue Goose" or Command Aircraft. "Blue Goose" refers to a color scheme that developed for these aircraft in the 1930s. Command Planes were aircraft that were used by the Secretary of the Navy, Assistant Secretary of the Navy, Secretary of the Treasury, Assistant Secretary of the Treasury, Admirals and Generals of the Navy and Marines, and Captains and Commanders in command of naval installations, ships, squadrons, and air groups/air wings. Many were prototypes and one off civilian and military types converted for such use. The book also provides an overview of US operations in WWII and Korea.

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CONSOLIDATED PB4Y-1/1P LIBERATOR by Steve Ginter 241-pages, 4-color cover images, 72 drawings, and 511 b&w photos. The Navy's acquisition of the B-24D as a long range patrol bomber/sub hunter (PB4Y-1) and as a long range photo recon platform (PB4Y-1P) marked a major shift in patrol doctrine and the eventual end to the flying boat patrol plane. The Navy Liberators became a one ship strike forces as they roamed thousands of miles on sector searches and destroyed over a 1,000 ships and hundreds of aircraft. The original under-gunned early B-24Ds were up-gunned with bow turrets from Consolidated, ERCO, MPC, and Emerson and with Sperry ball turrets in their bellys when search radar was not fitted. The B-24Ds were replaced with B-24Js, B-24Ls, and B-24Ms all designated PB4Y-1/1Ps. The PB4Y-1P photo planes were used to map and surveil Japanese strongholds before invasions and discover new airfields and fleet movements. No mission was too far or too dangerous. It was in a remote control PB4Y-1 flying bomb that Joe Kennedy was killed over England. After the war, photo squadrons continued to operate the photo version into the early 1050s. The book covers all engineering details and structures and covers all the PB4Y-1 squadron's historys and most combat operations. 13-pages of modeling options are also provided.

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BIRTH OF A LEGEND McDONNELL F4H-1 PHANTOM II 185-pages, 69-color photos, 251-b&w photos, 127-illustrations. In late 1953, McDonnell Aircraft made an unsolicited proposal to the U.S. Navy for a big, carrier-based, supersonic, "All-Weather Attack Fighter". After not much more than a cursory review, it was rejected. That inauspicious beginning subsequently resulted in one of the world's best known jet fighters, the F-4H/F-4 Phantom. This book covers the 1st 47 F4H-1/F-4A aircraft. This monograph by highly regarded U.S. Naval aircraft historian Tommy H. Thomason documents in well-illustrated detail how the Phantom came to be, including previously unpublished information about the Bureau of Aeronautics evaluation in 1954 of unsolicited proposals from other manufacturers competing for the Navy's fighter business that resulted in the award of a development contract to McDonnell for the AH-1; the conflict within the Navy over the decision to convert it to a all missile-armed, fleet-air-defense fighter, the F4H; and the fly-off between the F4H and the Vought F8U-3. Also illustrated in three-view drawings and photographs are the evolution of the configuration from the proposal to the final one that took flight in 1958. The most significant steps in the process of designing , developing, and evaluating the Phantom in the late 1950s are highlighted, with a discussion and depictions of the most significant new technology incorporated and the changes that rested. A description of each of the flights that resulted in records and two that tragically didn't is included. At least one photograph is provided of each of the first 47 F4Hs, along with a summary history of each one from its first flight to the circumstances of its withdrawal from service and the location of the 10 known survivors. Other sections provide a matrix by Bureau Number of configurations, cockpit and technical illustrations of interest to modelers, a summary of model kits/conversions available, and color photographs of notable F4Hs and test pilots. cover NF108 ads.jpg Naval Fighters Number 108

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Grumman F2F and F3F (pre-war Navy/Marine biplane fighters. 192-pages [ F3F-1 F3F-2 F3F-3] And Civilian Variants By Richard S. Dann Published by Ginter Books The 192-page F2F and F3F book is generously illustrated with over 440 photos, including 34 color photos, many not previously published. In addition, 39 illustrations and line drawings are included. The early 1930s was a time of great change in the field of military fighter aviation. At the beginning of the decade, the state-of-the-art in fighter manufacture was the use of traditional construction techniques of welded tube fuselages and fabric covered surfaces. Fixed landing gear and open cockpits were standard equipment. By mid-decade, the state-of-the-art was changing. Lightweight aluminum alloys were being developed that offered high strength and light weight. External bracing gave way to cantilevered aero surfaces. Enclosed cockpits, retractable landing gear and aerodynamic streamlining were becoming standard design features on civilian and military aircraft of the day. In the late 1920s, the U.S. Navy fighter market was dominated by Curtiss and Boeing with aircraft manufactured using conservative design and construction techniques that had been employed at the beginning of the decade. By the early 1930s, however, Boeing had updated their F4B/P-12 design, incorporating a stressed skin, semi-monocoque fuselage into later models of both. In the Autumn of 1929, three engineers from the Loening Aircraft Company on Long Island made the decision not to relocate to Pennsylvania during a merger. Instead, they resolved to form their own aircraft manufacturing company. Thus, Leroy Grumman , Leon "Jake" Swirbul and William Schwendler founded the Grumman Aeronautical Engineering Corporation, in December 1929. Following early successes with the FF-1/SF-1 naval aircraft, Grumman turned its attention to designing a single-seat naval fighter for use aboard the U.S. Navy's growing carrier fleet. With excellent performance attributes, the Navy purchased 55 F2F-1s. While performance of the F2F-1 were impressive, Grumman continued development, offering the Navy an improved design known as the F3F-1. With even better performance than the F2F, the Navy eventually ordered a total of 162 F3Fs in three major subvariants. Grumman 's stubby F2F and F3F airplanes dominated U.S. Navy fighter squadrons from 1935 to 1941, with the final operational F3Fs relinquished to the training command a mere two months before the Japanese attack on Pearl Harbor and surrounding facilities. The first half of this 192-page monograph covers the developmental history of the F2F and F3F. Individual aircraft histories are provided for each aircraft, listing assigned commands, mishaps and final disposition. Detailed period engineering photos show every aspect of the aircraft. This is followed by an operational history of each Navy and Marine Corps squadron that operated the F2F and F3F.

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Boeing F4B Biplane written by retired Navy Captain Richard S. Dann. With 408 b&w photos and 24 drawings filling its 160-pages. After three years of intensive research, author Richard S. Dann has finally produced the definitive history of the Boeing F4B, the Navy's iconic Golden Age fighting plane. The Boeing F4B, a favorite of pilots who flew it, still draws interest of hobbyists and historians alike, primarily due to the striking paint schemes worn by these aircraft during their service. Boeing, a company in existence since 1916, had produced a number of fighter aircraft for both the U.S. Army and U.S. Navy. Derived from the company's successful PW-9 series for the Army, Boeing developed what can be considered the first truly successful carrier fighter with their FB series. First flown in 1925, the FB set the stage for the development of several follow-on aircraft for the Navy, namely the F2B and F3B. These aircraft were manufactured using state-of-the-art techniques, being constructed with welded tube fuselages and wooden wing structure, with fabric covered surfaces. These standard construction methods were also used in the Boeing Models 83 and 89, which were built on speculation, tested by the Navy in 1928 and subsequently purchased as the XF4B-1. Sufficiently impressed with their performance, the Navy ordered 27 F4B-1s with deliveries commencing in 1929. A second version, the F4B-2 was developed with improvements over the initial model and also put into production with 27 built. As the decade of the 1930s began, the use of traditional construction techniques of welded tube fuselages gave way to airframes manufactured using lightweight aluminum alloys. Use of semi-monocoque, stressed skin aluminum offered lighter airframes and subsequently, higher performance. In the F4B series, this was first seen on the company-funded Model 218 prototype, which bridged the gap between the earlier and later versions of the F4B. The later versions of the F4B, the F4B-3 and F4B-4 were partially constructed of aluminum alloys as first used on the Model 218 in place of steel tubes, offering high strength and light weight. Just 21 F4B-3s were built before Boeing switched production to the F4B-4, of which 92 were built. Boeing's F4B dominated U.S. Navy fighter and some bomber squadrons from 1931 to 1935, with the last squadrons of F4Bs transitioning in 1938. As F4Bs were phased out of front-line service, they were turned over to the training command, and later, as unmanned aerial targets used for training shipboard anti-aircraft gunnery crews as part of Project FOX. The last F4Bs were withdrawn from service in 1942. The first half of this 160-page monograph covers the developmental history of the F4B. Each version from F4B-1 to F4B-4 is covered, as well as the Boeing Model 218, which served as the prototype for the F4B-3 and F4B-4. 408 photographs and 24 drawings provide an in-depth study of each version. Much of the data for this section comes from period test reports and specification documents. In addition, a history of each airframe is provided, including squadron assignments, mishaps, strike dates, final disposition and total hours of flight time, if known. This is followed by an operational history of each Navy and Marine Corps squadron that operated the F4B as well as other Navy/Marine Corps commands that operated the type. Also included is a history of the Boeing Models 256 and 267, export variants that were sold to Brazil and the F4B-4A, which consisted of P-12s given to the Navy. Just two F4Bs found their way to civilian operators, and their civilian use is also included in this book. The final chapter dedicated to the aircraft discusses eight new-build Boeings that have been under construction in Gardnerville, Nevada since 1993. The first of these aircraft is expected to fly in late 2023 or early 2024. As with nearly all Ginter books, the final chapter is devoted to model kits. In the latest book of Steve Ginter's Naval Fighters series, you'll find many interesting facts you may not have known about the F4B.

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US NAVY SQUADRON HISTORIES - NO. 305 WORLD WATCHERS A Pictorial History of Electronic Countermeasures Squadron ONE (ECMRON-1) and Fleet Air Reconnaissance Squadron ONE (VQ-1). by Angelo Romano Pages: 304 Size: 8.5 X 11 (inches) Format: Paperback with semi-rigid cover Illustrations: 633 mostly color photos, 39 color profiles, 82 patches Publisher: Ginter Books The lineage of VQ-1's "World Watchers" can be traced back to two PBY-5A Catalina "Black Cats" modified for electronic reconnaissance during World War II. In Oct 1951, the unit was formally established as the Special Electronic Search Project (SESP) at NAS Sangley Point, Republic of the Philippines, in Oct 1951. On 13 May 1953, the unit was redesignated Detachment Able of Airborne Early Warning Squadron One (VW-1), and operated four P4M-1Q Mercator aircraft. On 1 Jun 1955, Detachment Able was reorganized into Electronic Countermeasures Squadron One (VQ-1) at MCAF Iwakuni, Japan. This was the first Navy squadron dedicated to electronic warfare. In Sep 1956, VQ-1 received the first A3D/A-3 Skywarrior, or "Whale" as it came to be known, which served the squadron for the next three decades. In 1960, VQ-1 moved to NAS Atsugi, Japan and redesignated Fleet Air Reconnaissance Squadron ONE. The last Mercator was retired and replaced by the WV-2Q Super Constellations. The "Willie Victor" would remain the backbone of VQ-1's long range, land-based reconnaissance efforts through the Vietnam Era and into the 1970s. The squadron's involvement in the Vietnam War started characteristically, at the very beginning, when a Skywarrior crew was awarded the Navy Unit Commendation for their role in the Gulf of Tonkin incident of 2-5 Aug 1964. For the next nine years, VQ-1 would operate from DaNang, Cubi Point, Bangkok, aircraft carriers on patrol in Yankee Station and other bases in Southeast Asia. VQ-1's aircrews supported countless air strikes and were credited with assisting in the destruction of numerous MiG aircraft and Komar patrol boats. In 1969, The first EP-3B joined the squadron, which began the replacement program for the Super Constellations, which was completed in 1974. In 1971, VQ-1 moved its homeport to NAS Agana, Guam. At that time it absorbed Heavy Photographic Squadron SIXTY ONE (VAP-61) and its former parent unit, VW-1. For a time, VQ-1 consisted of thirty aircraft: sixteen Skywarriors, twelve Super Constellations and two Orions. In Jul 1974, VQ-1 welcomed the first of three EP-3E ARIES I, which served well until retirement, in 1992. On 29 Nov 1988, the last four Skywarriors left the squadron which now flew EP-3E exclusively. In 1991, the squadron closed its permanent detachment at Atsugi, after 30 years and relocated it to Misawa, Japan. In the same year, VQ-1 received the first EP-3E Aries II, an upgraded version of the ARIES I, using modified P-3C airframes. The squadron played a key role in Operations DESERT SHIELD and DESERT STORM. Tasking included strike support, combat search and rescue, communications and over-the-horizon-targeting support to Coalition forces. In 1994, as a result of the base closure of NAS Agana, VQ-1 was notified of the homeport change to NAS Whidbey Island. Coincidentally, in Jul 1994, VQ-1 retired the Navy's oldest operational P-3, EP-3E ARIES I BuNo 148887. Its retirement also marked VQ-1's transition to all EP-3E ARIES II mission aircraft. The next aircraft upgrade, the Sensor Systems Improvement (SSIP) Program, became operational in Aug 2000. On 1 Apr 2001, a VQ-1 EP-3E collided with a People's Republic of China F-8 II fighter, 70 nm off the coast of Hainan Island in the South China Sea. After struggling to regain control of the crippled aircraft, the crew performed a successful three-engine, no-flap emergency landing at Lingshui Air Base on Hainan Island. The crew of 24 was detained for ten days. After the terrorist attacks of 11 Sep 2001, VQ-1 surged aircraft and crews to the Central Command, where missions were flown in support of Operations ENDURING FREEDOM, IRAQI FREEDOM and NEW DAWN. On 17 May 2012, VQ-1 became the largest operational aviation squadron in the Navy when Fleet Air Reconnaissance Squadron Two (VQ-2) was officially disestablished and its personnel consolidated into VQ-1. Today, VQ-1 continues to provide Intelligence, Surveillance, and Reconnaissance (ISR) flights over an area of responsibility spanning 17 time zones from the East Coast of Africa to the West Coast of the United States. The World Watchers maintain a constant, forward-deployed status to ensure global support to Combatant, Joint and Fleet Commanders. This book is a tribute to all World Watchers who have served the squadron since its establishment to date. A special mention goes to those crews who were lost in tragic accidents, while serving their country.

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Martin PBM Mariner. By Steve Ginter. The Martin PBM Mariner flying boat with its distinctive gull wing was proposed to the Navy in 1937 as a replacement for the very successful Consolidared PBY. The major differences were: it was to be a true blue water, open ocean flying boat; capable of extremely long range; with enough offensive armaments to function as a sub hunter or patrol bomber; and enough defensive armament to protect itself. It racked up an impressive wartime record as a sub killer in the Atlantic and as a ship killer in the Pacific. The 1,366 production PBMs were built as PBM-1s, PBM-3s, PBM-3R transports, PBM-3Cs, PBM-3Ds, PBM-3Ss, PBM-5s, PBM-5Rs, PBM-5Ss, PBM-5S2s, PBM-5G and PBM-5A amphibians. In addition to development, testing, variants, and detailed aircraft systems, the book tells each squadrons history and covers usage by the U.S. Coast Guard, the Netherlands, Columbia, Argentina, Uruguay, RAF, RAAF, and civilians. The last PBM was retired from Navy service in 1956 and the last Coast Guard PBM-5G was retired in 1958. 256 pages, 755 black and white, 5-color photos and 61 drawings [PBM-3/5 PBM-5/5A]

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Lockheed XF-90 Penetration Fighter By William Simone. 68-pages, including 21-pages of color. 212 B&W photos, 68 color photos, and 90 illustrations. Created by the famous Lockheed "Skunks Works" and highly publicized at the start of the 1950s, the futuristic XF-90 seemed to epitomize what a supersonic fighter ought to look like. I was one of the first Air Force jets to be equipped with afterburners and the first Lockheed aircraft to exceed the speed of sound. Its handsome good looks captured the public's imagination. Even the creators of the popular Blackhawk comic book series adopted the XF-90 as its hero's jet fighter of choice. The text covers the design criteria of the 1945 penetration fighter request-for-proposal and the 8 companies that submitted proposals. Lockheed made over 60 design studies for the XF-90 which included delta wings, V-tails, forward swept wings, variable sweep wings, and Navy proposals, many of which are discussed in the book. The text goes on to describe its development and testing and flight testing at Muroc/Edwards AFB by Tony LeVeir, Lockeed's chief test pilot. Also included is an extensive history (14-pages) of the second XF-90's involvement in the nuclear testing at the Nevada Test Site and its subsequent retrieval. Additionally, 2-pages are devoted to Blackhawks and 9-pages to XF-90 models.

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Aircraft in Profile US Navy and Air Force Vol 1 issue 2 Aircraft in Profile is a monthly section occupying the centre pages of Scale Aircraft Modelling magazine providing an initial 'first step' in researching an aircraft type, and is aimed at those readers who have had little previous interest in its subject, rather than those with expert knowledge. The section outlines the history and development of its chosen type providing a context for a modelling project, while the plans and drawings are designed to expand upon this and we hope we hope will be of use or interest to both modellers and aviation enthusiasts alike Issue two collects six US Navy and Air Force subjects following a number of requests to provide the material in book form. 72 pages

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Convair (Consolidated Vultee) B-36 'Peacemaker' Conceived when the Americans thought that the stuttering British candle would be snuffed out by Germany, the Consolidated Vultee, Convair, B-36 was intended to take the air war to Europe from the Continental USA. Fortunately Britain hung on and caused the cancellation of the invasion due to the stalwart efforts of the RAF during the Battle of Britain. As global war developed the B-36 programme was put on the back burner as other needs were more pressing. Eventually the B-36 would resume this time as a high altitude long range nuclear delivery platform. Numerous versions entered service with USAF covering both the bombing and reconnaissance versions, both undertaking overseas deployments in support of their intended missions. Continued production of the B-36 caused a great rift with the U.S. Navy whose first super carrier was cancelled to pay for more B-36's that the Admirals regarded as redundant. It would be the emergence of the reliable turbojet engine that would spell the end of the B-36 as a front line aircraft as both the Boeing B-47 and B-52 bombers would quickly see the types demise. Outside the needs of Strategic Air Command there were other uses for the B-36 airframe, one would be used to transport a B-58 Hustler fuselage/ wing assembly for structural testing, another would become the NB-36 and carried a working nuclear reactor aboard whilst the final throw of the dice saw the type developed into the YB-60 eight engined bomber in competition with the B-52. The basic design threw up one more off shoot, the XC-99 transport that saw a new fuselage married to the original wings and fittings plus the original tail feathers, as a unique one off the XC-99 survives in preservation. This book is written by Kev Darling and is superbly illustrated by Richard J.Caruana.

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Douglas C-54/R5D Skymaster and DC-4 The Douglas C-54 Skymaster, a direct adaptation of the civilian DC-4 while still on the production line, became the outstanding long-range four-engined transport aircraft of the Second World War. With its origins as a civilian airliner, it served chiefly on the long-distance haul of Air Transport Command of the United States Army Air Forces on the Atlantic and Pacific routes, where it cut flight hours between the United States and the theatres of operation thousands of miles away. The reliability of its airframe and engines was put to good use also on the India-China 'Hump' route, which was described as the most arduous of all within the responsibility of Air Transport Command. Like its smaller Douglas stable mate the C-47, the C-54 boasted legendary reliability, and was the preferred long-range transport from among its contemporaries. A special VIP version was built for use by the President of the United States, Franklin D Roosevelt. The Royal Air Force also used it in small numbers during the Second World War, one of which was outfitted as a VIP aircraft for use by Prime Minister Winston Churchill. The U.S. Navy acquired it under the designation R5D. All production having been commandeered by the USAAF on the outbreak of war, no civilian DC-4s flew during the war. After 1945, however, hundreds became available for use by civilian airlines, which converted them into airliners with passenger seating and comfort, or used them as freighters. Douglas re-opened its production line for new builds in 1946, but the cheap price of the second-hand market kept back this production to only 79 examples. Also in 1946 Canadair ventured to build a Rolls-Royce Merlin-powered version, which it named North Star, used by both military and commercial operators. The DC-4 was a common sight in the immediate post-war period up to the 1950s flown by leading European and United States airline liveries, until it started to be replaced by Douglas's own DC-6 and DC-7. The aircraft came in handy during the 1948-49 Berlin Airlift, during which it hauled food supplies and even coal to the beleaguered German city, and again during the Korean War, airlifting the wounded to Japan and the United States. Dozens of variants of the C-54 were employed in a wide variety of non-combat roles such as air-sea rescue, scientific and military research and missile tracking and recovery. No fewer than 1,315 examples of Skymasters were built in the United States and Canada, flown by 35 air arms of other countries in a variety of versions and roles, and full information on serials, versions and other remarks are all included in very detailed tables in this book. The Aviation Traders Carvair cross-Channel car ferry is not forgotten in this account, and a chapter is dedicated to this unique aircraft converted in Britain from standard C-54s. This new 96 page Warpaint publication written by Charles Stafrace contains 200 colour and B&W photos plus eleven pages of colour artwork by Richard Caruana.

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Douglas A3D Skywarrior. by Charles Stafrace Never glamorous and not receiving the recognition showered on its deck mates, the shipboard Douglas A3D Skywarrior will be remembered by U.S. Navy fans and historians for many reasons, most of all because it figured prominently in the Cold War crises of the late 1950s and early 1960s, culminating in the Vietnam War that dragged on until the mid-1970s. The Skywarrior will also be remembered for its longevity, the first examples having shared deck space with FJ Furies aboard Second World War-vintage carriers in the 1950s, and the last examples mingling with F-14 Tomcats on nuclear-powered Nimitz Class carriers in 1987. However, this magnificent aircraft, affectionately known as the 'Whale', achieved fame in roles different from that for which it had been designed. After its strategic nuclear bomber role faded owing to changed U.S. Navy and Pentagon policies, the Skywarrior excelled in other roles entrusted to it such as aerial tanking and electronic jamming, electronic and photoreconnaissance, vital tasks which it carried out faithfully in the first line of battle for several years from 1965 onwards. Indeed, the RA-3B version was also used during the 1991 Operation Desert Storm. Some examples were converted into bombardier trainers and VIP staff transports, while others found their way to experimental establishments and aerospace companies as testbeds for various systems and weaponry until 2011, resulting in many strange nose shapes and radomes. The Skywarrior will be recorded, too, as being the heaviest jet aircraft to ever operate from any U.S. Navy aircraft carrier. It served with several types of squadrons - VAH, VAQ, VAK, VAP/VCP, VQ and VR. All versions and squadrons, both shipboard and land-based, are listed in this new Warpaint series by Guideline Publications, written by Charles Stafrace and illustrated by Richard J Caruana. Apart from the usual detailed text that describes each version and its operational service, several other tables are included in this profile, including production serials, versions lists, squadron use and Appendices giving detailed data on each Skywarrior cruise, specifications, and the 1962 type re-designation of U.S. Navy aircraft. No fewer than 200 B&W and colour photos, many of which are being published for the first time, illustrate the various versions of this versatile aircraft.

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Grumman F9F Panther When the US Navy decided to enter the jet age it was no surprise that it turned to Grumman for its first carrier borne jet fighter bomber with a recon option. The first design produced by the company was a mighty beast, more akin to a bomber than a fighter. Unfortunately American jet engine development was concentrating mainly on the turbojet, a slow process as little was really known about manufacturing such a powerplant. Back to the drawing board and Grumman designed a small straight winged single engined machine that would be powered by a centrifugal engine. However, America was going through an 'American stuff only' period therefore an overseas powerplant was put of the question, or was it? The problem would be solved by having the Rolls Royce Nene license manufactured by Pratt & Whitney as the J42. As insurance the Allison J33 was selected to power one batch of aircraft although all were converted to the J42 later. The resulting aircraft would be designated the F9F Panther and would enter squadron service at a fairly steady pace although this quickened once the United States found itself embroiled in the Korean War. The Panther proved itself to be a tough bird although there was the odd mix 'n' match that resulted in a blue tailed fly! The remaining Panthers would finally leave USN service in the early 1960s. The only overseas operator of the type was Argentina who also used them as carrier aircraft. This book is written by Kev Darling and is superbly illustrated by Richard J. Caruana.

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Grumman F6F Hellcat. Even before Pearl Harbor the U.S. Navy realised that it would be hard for its existing fighters, the F2A Buffalo and F4F Wildcat, to deal with Japan's shipboard fighters, especially the A6M Zero. The situation was such that in June 1941 the U.S. Navy placed orders with Grumman 's 'Iron Works' for the F6F Hellcat before the first prototype had even flown. It was the right decision for Grumman 's new fighter, although much larger and heavier than the Zero, proved to be the latter's nemesis, so that the American fighter's better fire-power, sturdiness, range and speed more than matched the Zero's agility. Its entry into service was also timely, for the much- awaited F4U Corsair suffered from a flawed carrier deck capability, so that the Hellcat remained the main carrier fighter of the U.S. Navy throughout the rest of the Second World War and established air superiority in the Pacific. Indeed, in barely two years of war it destroyed no less than 5,271 enemy aircraft of the 6,477 claimed by the U.S. fighters, attaining a fantastic kill-to-loss ratio of 19.1:1, and fully deserving the nickname of 'Ace-Maker'. It certainly was the most important Allied shipboard fighter of that world conflict. The Hellcat was used also by the Royal Navy's Fleet Air Arm, during the war, while in the postwar period it saw service with the French Aeronavale, which used them in Indochina, as well as with the Uruguayan Navy, the latter flying them until 1961. [F6F-3 F6F-5 F6F-3N F6F-5N]

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McDonnell F3H Demon. The McDonnell F3H Demon naval fighter is chiefly remembered for the controversial delays and troubles suffered by its jet engine powerplants. The original J40 was a failure and brought the end of the original F3H-1 series but the J71 engine in the revised F3H-2, although not perfect, did help in the development of a decent service aircraft. Begun as an interceptor, Demon was a large and heavy single-seat fighter, it could reach supersonic speed in a dive with ease and one of the later versions became the Navy's first all-weather missile-firing fighter. In the air the Demon handled beautifully. The aircraft never took part in a major conflict but was on hand aboard U.S. Navy carriers between 1958 and 1965 in case any of the crisis situations of that period turned into a major conflict. In fact by 1965 the Demon had been present in the front line for longer than any previous U.S. Navy jet fighter. Despite such a shaky start and the "dark days" of its early versions, the Demon was ultimately a success.

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