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Found 4 related products
Blackbird Models - BMD72024 - 1:72 | Post War Mustangs North-American P-51D A68-720 FA-M 82 sqn RAAF Miho Japan 1946 P-51D 9566 FB-N Experimental & Proving Establishment RCAF Uplands 1950's P-51D 9569 569-CB Central Air Command Composite Flight RCAF Trenton 1950's P-51D F-319 unknown unit Indonesian Air Force 1950's (two options) More | Aircraft decals (military) | Catalogue | £5.40 | ||
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 - PSL72144 - 1:72 | Fiat G.50 Freccia 1. Fiat g. 50 part: 3./jagdgeschwader 108 number: 352 Wiener-Neustadt, 1944. 2. Fiat G.50 bis Part: 352 Squadriglia Phone: 352-2 (MM8978) Libya, 1941. 3. Fiat G.50 bis Part: 352 Squadriglia, 20 Gruppo, 51 Stormo Phone: 352-7 AFB Maldegem, Belgium, Fall 1940. 4. Fiat G.50 Part: 155 Gruppo Autonomo Phone: 351-12 April 1941. 5. Fiat G.50 Part: 20 Gruppo, CAI Phone: 20 (MM5372) Belgium, November 1940 The aircraft carries a typical Italian G.50 camouflage. By car flew commander of the 20th Group Mario Bonsai. The group was part of the Italian Corps, which operated in the neighborhood of La Mashnov winter 1940/1941. 6. Fiat G.50bis Part: 356 Squadriglia, 151 Gruppo Number: 366 Greece, 1942. 7. Fiat G.50 Serie 1 Part: unknown Phone: MM3590 So the plane looked before sending the unit. The aircraft carries the standard camouflage applied at the factory: the upper and side surfaces of the Giallo Mimetico 3 (FS 33434) spotted Verde Mimetico 3 (FS 34102), the lower surface Grigio Mimetico (FS 36293). 8. Fiat G.50 Part of: Grupo 27, Regimiemto Mixto de Africa Espagnol Phone: 1-7 (MM3582) Melilla, Morocco, 1940. 9. Fiat G.50B Serie VII Part: 21.LJ, 11.LS (Lovacka Skupina) No. 3510 Borongay, Zagreb, Croatia, the beginning of 1944. 10. Fiat G.50bis Part 12 Lovacko Jato No. 3502 Of 1942-1943. 11. Fiat G.50bis Number: 8 (c / n.249, MM6197, ex-Croat Air Force No.3505) Former Croatian plane captured guerrillas. 12. Fiat G.50 (2nd series) Part 1 / LeLv 26 Number 2 (FA-15, c / n.4706) Aerodrome Lunkula, June 1941 On the first aircraft of the second series was kept vertical tail early sample. 13. Fiat G.50 Part 1 Gruppo Sperimentale Caccia Aviacion Legionaria No. 1-2 (3586) 14. Fiat G.50 Part 1 Gruppo Sperimentale Caccia Aviacion Legionaria Number: 1-1 Pilot - the commander of the Italian experimental group, Major M.Bonzano. Spain, March 1939. 15. Fiat G.50 bis of 376 Squadriglia, 154 Gruppo Autonomo C.T., Regia Aeronautica. Berat Greece, November 1940. More | Aircraft decals (military) | Catalogue | £15.99 | ||
Xtradecal - X72342 - 1:72 | NEW!!! Beagle Bassett 206 Collection (7) Beagle Bassett CC.1 XS743 of Empire Test Pilots School, based at Boscombe Down, July, 1989. Beagle Bassett CC.1 XS743 of Empire Test Pilots School, based at Boscombe Down, 2007. Beagle Bassett CC.1 XS769 of Royal Air Force Transport Command. based at RAF Benson, 1966. Beagle Bassett CC.1 XS770 of Aeroplane and Armament Experimental Establishment, based at Boscombe Down, 1980s. Beagle Bassett CC.1 XS768 of 60 Squadron, Royal Air Force 1970. Beagle Bassett CC.1 YK-AMA of Syrian Air Force, based at Boscombe Down, Beagle Bassett CC.1 XS769 of 207 Squadron, Royal Air Force, based at RAF Bovingdon, 1969 More | Aircraft decals (military) | Catalogue | £8.99 |
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