April 01, 2017

MTSC PRODUCT SPOTLIGHT: Wings of The Great War Aviation Collection

Wings of The Great War, a limited-edition series of 1/72 scale models, commemorates the pilots and planes on the 100th Anniversary of World War I. Each handsome and historically accurate model is crafted and painted by hand. Plus, the exclusive stand features a new articulating mount that allows you to seamlessly pivot the model in virtually any direction or angle to create a custom scene
Wings of The Great War feature: 
  • Molded resin construction with no assembly required.
  • Fixed, non-rotating propellers and wheels. 
  • New articulating mount that allows you to seamlessly pivot the model in virtually any direction or angle to create a custom scene.
VIEW the currently available WOTGW range HERE
Need figures to accompany WOTGW HERE

WOTGW Coming in 2017
• Junkers D.I Luftstreitkrafte
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 17 September 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. During tests, the J 9 lacked the maneuverability necessary for a front-line fighter, but was judged fit for a naval fighter, and a batch of 12 was ordered. These were supplied to a naval unit by September 1918, which then redeployed to the Eastern Front after the Armistice. 

German Junkers D.I Luftstreitkrafte
Available January 2017

The Current WOTGW Range
• Sopwith Triplane
During World War I, some aircraft manufacturers turned to the triplane configuration for fighter aircraft. In practice these triplanes generally offered inferior performance to the equivalent biplane and, despite a brief vogue around 1917, only four types saw limited production. Nieuport built a series of triplane prototypes between 1915 and 1917, featuring a top wing heavily staggered backwards to improve the pilot's view and a characteristic triangular strut arrangement bracing the three wings. The design resulted in poor handling and was eventually dropped.

Sopwith developed three different triplane designs in 1916. One, known simply as the Sopwith Triplane, went into production and became the first military triplane to see operational service. It had equal-span wings of high aspect ratio, mounted on a fuselage very similar to that of the preceding Pup biplane, and braced by one sturdy strut on each side with minimal wire bracing. The type was ordered by both the RFC and RNAS, but in the event the RFC traded theirs for another type and the Sopwith saw service only with the RNAS, where it served with success.

The Sopwith type's performance advantage and early successes over the Albatros D.III spurred military interest in the design, especially in Germany and Austria-Hungary. A flurry of fighter prototypes were produced through 1917 and 1918, sometimes reluctantly under pressure from the military. Examples were produced by Albatros, Aviatik, Brandenburg, DFW, Euler, Fokker, Friedrichshafen, LFG Roland, Lloyd, Lohner, Oeffag, Pfalz, Sablating, Schütte-Lanz, Siemens-Schuckert, W.K.F, in Britain by Austin and in the USA by Curtiss. Only two companies, Fokker and Curtiss, would see any of their designs into production.

Fokker's V.4 prototype of 1917 (identified by some as the V.3) had unusual cantilevered wings without bracing, the uppermost wing being attached only by cabane struts to the fuselage. The wings vibrated excessively in flight and the next prototype, the V.5, featured a single interplane strut on each side, similar to the Sopwith but with no wires. This became the prototype of the famous Fokker Dr.I triplane of 1917, which would become immortalised as the aircraft most closely identified in popular culture with Manfred von Richthofen, the "Red Baron". Although it had a good rate of climb and was highly manoeuvrable it was not particularly fast. Following the break-up of two examples in the air the type was withdrawn from service for strengthening, and by the time it was re-introduced it was no longer at the forefront of performance.

Meanwhile, in the USA the Curtiss company produced many triplane designs between 1916 and 1918. Of these, several fighters and related types entered production, notably the Model L trainer (of which three examples were constructed as floatplanes) and the Model S and Model 18-T fighters. The Curtiss GS-1 prototype of 1918 was unusual in being a floatplane scout from the outset.

The performance of the fighting triplanes was soon overtaken by improved biplane fighters. However, as late as 1919 three prototype Sopwith Snarks were flown, and in 1920 and 1921 the heavily armoured Boeing GA-1 and GA-2 ground-attack triplanes proved too heavy to be useful.

Sopwith Triplane RNAS No.9 Sqn - Oliver Colin LeBoutillier, 1918

• Roland C.II
The C.II had much lower drag than comparable aircraft of its time. It featured a monocoque fuselage built with an outer skin of two layers of thin plywood strips at an angle to each other (known as a Wickelrumpf, or "wrapped body" design). This had both lower drag and better strength per weight than typical of the time, but it was relatively slow and expensive to build. (This approach was further developed in the de Havilland Mosquito of World War II.) The deep fuselage completely filled the vertical gap between the wing panel center sections, eliminating any need for cabane struts commonly used in biplanes, and gave the aircraft its "whale" nickname. Struts and wires were reduced, short of suffering the weight penalty of cantilever wings, like those used on the pioneering all-metal Junkers J 1 of late 1915. There was even some attempt to flair the wings into the fuselage, to eliminate dead air space, a feature prominently missing from the Schneider Trophy contestants of the following decade. The engineer in charge of the design was Tantzen, who was a student of Ludwig Prandtl, the founder of mathematical aerodynamics and the one to introduce the concept of boundary layer.

The C.II was powered by a single 160 hp (120 kW) Mercedes D III, providing a top speed of 165 km/h (103 mph), a ceiling of 4,000 metres (13,000 ft) and an endurance of four hours. The C.II entered service in the spring of 1916. Operationally, handling was reported as difficult but performance was relatively good. Due to the crew positions with eyes above the upper wing, upward visibility was excellent, but downward visibility was poor. It was also used in a fighter escort role and had a crew of two, pilot and observer/gunner. Because of its speed, when it was first introduced, it could be intercepted only from above. Because of the lack of downward visibility, it was best attacked by diving below and coming up at it.

Ace Albert Ball, whose first victim was a C.II, said in the latter half of 1916 that it was "the best German machine now"

Roland C.II - Luftstreitkrafte Yellow 4 - Western Front  Summer 1917

• Halberstadt CL.II
The Halberstadt CL.II was a German two-seat escort fighter/ground attack aircraft of World War I. It served in large numbers with the German Luftstreitkräfte (Imperial German Army Air Service) in 1917-18. The CL.II entered service in August 1917, and proved extremely successful, its excellent manoeuvrability, rate of climb and good field of fire for its armament allowing it to match opposing single-seat fighters. It also proved to be well suited to close-support, which became the primary role of the CL-type aircraft, the units operating them being re-designated Schlachtstaffeln (Battle flights).

Ground support by the Schlachtstaffeln proved very effective, being used both in support of German attacks and to disrupt enemy attacks. An early example of the successful use of CL type aircraft in the ground attack role was during the German counterattack on 30 November 1917 during the Battle of Cambrai, where they were a major factor in the German performance.

The success of the German tactics at Cambrai, including the use of close air support, resulted in the Germans assembling large numbers of CL-types in support of the Spring Offensive in March 1918, with 38 Schlachtstaffeln (equipped with the CL.II, CL.IV and the Hannover CL.III) available, of which 27 were deployed against the British forces during the initial attack Operation Michael The CL.II continued in service until the end of the War.

Halberstadt CL.II, Schlasta 26b, Early 1918

• Pfalz D.IIIa
The Pfalz D.III was a fighter aircraft used by the Luftstreitkräfte(Imperial German Air Service) during the First World War. The D.III was the first major original design from Pfalz Flugzeugwerke. Though generally considered inferior to contemporary Albatros and Fokker fighters, the D.III was widely used by the Jagdstaffeln from late 1917 to mid-1918. It continued to serve as a training aircraft until the end of the war.

Pfalz D.IIIa, Luftstreitkrafte JG 2, Rudolf Berthold, 1918
Sold out
Hauptmann Oskar Gustav Rudolf Berthold (24 March 1891 – 15 March 1920), commonly known as Rudolf Berthold, was a German flying ace of World War I. Between 1916 and 1918, he shot down 44 enemy planes—16 of them while flying one-handed. Berthold had a reputation as a ruthless, fearless and—above all—very patriotic fighter. His perseverance, bravery, and willingness to return to combat while still wounded made him one of the most famous German pilots of World War I.

Pfalz D.IIIa, Luftstreitkrafte Jasta 77b, Jakob Pollinger, 1918
Pollinger had been with Royal Bavarian Jasta 77b for just over a week when he ran out of fuel and had to land his Pfalz behind British lines. The British then used this aircraft to test its abilities, painting over the German markings with British cockades! The swastika on the fuselage was a symbol of good luck that was used on all sides during World War I.
Pfalz D.IIIa Display Model Luftstreitkrafte Jasta 18, Hans Muller, 1918

Leutnant Hans Muller was a World War I flying ace credited with twelve aerial victories. On 1 April 1914, Muller joined Infantry Regiment No. 13. He began World War I with this unit, but transferred to aviation in November 1916. He flew two-seaters a bit, then joined Jasta 12 in late 1917. In early January 1918, he transferred to Jasta 15 to fly a Fokker Triplane. He scored for the first time on 9 January 1918. On the 29th, he got a confirmed win but had a second one not confirmed. He switched squadrons to Jasta 18. Between 27 March and 13 September, he shot down five more opponents. Between 9:00 and 9:15 AM on 14 September, Muller shot down three Spad XIIIs from the American 13th Aero Squadron . At 2:40 PM that same afternoon, he shot down a fourth Spad from that same squadron. A week later, he finished his tally with one last Spad.

• Fokker D.VII 
The Fokker D.VII was a German World War I fighter aircraft designed by Reinhold Platz of the Fokker-Flugzeugwerke. Germany produced around 3,300 D.VII aircraft in the second half of 1918. In service with the Luftstreitkräfte, the D.VII quickly proved itself to be a formidable aircraft. The Armistice ending the war specifically required Germany to surrender all D.VIIs to the Allies. Surviving aircraft saw continued widespread service with many other countries in the years after World War I.
Fokker D.VII Luftstreitkrafte Jasta 4, Ernst Udet

Colonel General Ernst Udet was the second-highest scoring German flying ace of World War I. He was one of the youngest aces and was the highest scoring German ace to survive the war.

• Fokker Dr.I Triplane
Designed in response to the highly maneuverable Sopwith Triplane, the Fokker Dr.I was first flown in 1917 and was one of the most successful and recognizable combat aircraft of WWI, attributing much of its fame to the German WWI ace Manfred von Richthofen – the iconic "Red Baron". Light weight, small size and three wings made the aircraft highly maneuverable and deadly in the hands of an expert pilot but very unforgiving of less experienced pilots. Common for airplanes of that era, a fixed crankshaft configuration allowed the entire engine to spin with the propeller, creating strong gyroscopic forces that adversely affected the airplane's handling under power.
Fokker Dr.I Triplane Luftstreitkrafte JG 1, The Red Baron, 1918
Richthofen was slow to learn to fly, crashing on his first solo flight and only mastering the plane at last by sheer force of will. A Prussian, son of a Junker family, Richthofen was imbued with the usual ideas of a young nobleman. He flew spectacularly in his series of all-red planes which became an excellent flyer and a fine shot. But whereas many pilots flew with a kind of innocent courage which had its special kind of magnificence, Richthofen flew with his brains and made his ability serve him. Analyzing every problem of aerial combat, he reduced chance to the minimum. After his 57th victory, on July 6, 1917, Richthofen was shot in the head and nearly killed. It was less than a month before he was back in the air again, but never as his old self. Now he knew that death could reach him as well as the others. The Richthofen 'circus' or Jagdgeschwader, was composed of four staffels of five planes each. They moved back and forth along the lines, wherever the fighting was the thickest. One of the reasons Richthofen survived so long was his ability to keep guarding himself while he attacked. He was an excellent teacher, and young pilots who showed exceptional skill and courage were sent to his staffel to gain experience. After each battle , Richthofen would gather his officers for conference and discussion of tactics. He would censure pilots too aggressive, or too willing to pull away. He was not so much liked as admired. When he was around, parties were never wild, for the pilots felt constrained in his presence. Richthofen met his death in action April 21,1918, at the hand of Captain Roy Brown of the Royal Air Force. Brown flew a Sopwith Camel, Richthofen a Fokker triplane. Richthofen, all eyes on another Camel he was about to bring down, never knew what hit him. When his plane rolled to a stop near the Allied trenches in the Somme valley, he was dead from single bullet. The next day Richthofen was buried with full military honors.
Fokker Dr.I Triplane, Luftstreitkrafte Jasta 11, Lothar von Richthofen, 1918
Lothar von Richthofen transferred to the German Air Service in 1915 and was assigned to Jasta 11 on March 6, 1917. Lothar scored 24 victories in 47 days and was credited with shooting down English Ace Albert Ball on May 7, 1917. Wounded on March 13, 1918, he crash landed his Fokker DR.I after being shot down by Australian ace, Geoffrey Hughes. In the summer of 1918, Lothar returned to duty and achieved ten more victories by the end of the war. Scoring his final victory on August 12, 1918, he shot down a Sopwith Camel flown by English ace, John Summers. The following day, Lothar was seriously wounded for the third time when his Fokker D.VII was shot down over the Somme by another Sopwith Camel.
Fokker Dr.I Triplane, Luftstreitkrafte Jasta 7, Josef Jacobs, 1918
Sold out
Josef Carl Peter Jacobs (15 May 1894 – 29 July 1978) was a German flying ace with 48 victories during the First World War. His total tied him with Werner Voss for fourth place among German aces. From early 1918 onwards, Jacobs started flying the Fokker Dr.I triplane with Jasta 7, and had his aircraft finished in a distinctive black scheme. The Dr I was his favoured mount until October 1918 and he used its maneuverability to his advantage, becoming the triplane's highest scoring ace, with over 30 confirmed victories. Jacobs' victory tally slowly rose, until at 24 victories (achieved on July 19, 1918) he was awarded the coveted Pour le Merite. Jacobs would remain with Jasta 7 until the armistice; his final victory tally was 48 enemy aircraft and balloons. Jacobs continued to fight against the Bolshevik forces in the Baltic area in 1919, with Gotthard Sachsenberg and Theo Osterkamp in Kommando Sachsenberg.

• Nieuport Nieuport 28C. 1
Designed as a replacement for the Neiuport 17, which was no longer competitive against contemporary German fighters, the Neiuport 28 was first flown on June 14, 1917. Designers wanted to combine the light airframe and maneuverability of the Neiuport 17 with updated features such as a new wing structure, twin synchronized machine guns and a more powerful engine. The Neiuport 28 was the first aircraft to serve with an American fighter squadron, but it claimed that distinction by default; by the time it entered service it was already outclassed by the SPAD S.XIII, which was in short supply and initially unavailable for export to the United States.

Nieuport 28C.1 US Army 94th Aero Sqn, James Meissner, 1918
Sold out 
Major James Armand Meissner (1896–1936) was a World War I flying ace credited with eight aerial victories and awarded two Distinguished Service Crosses. Piloting a French-made Nieuport 28, Meissner scored his first aerial kill over the Foret De La Rappe on 2 May 1918; he was fortunate to survive, given the fabric was shredding off his top wing even as he scored. At any rate, the feat earned the Distinguished Service Cross and the Croix de Guerre. He shot a second plane down near Jaulny on 30 May, colliding with an Albatros fighter in the process. He then racked up two more kills—one of which he shared with Douglas Campbell—before being made commander of the 147th Pursuit Squadron in July.

Nieuport 28C.1, US Army 95th Aero Sqn, Quentin Roosevelt, July 14th, 1918
Quentin Roosevelt (November 19, 1897 – July 14, 1918) was the youngest son of President Theodore Roosevelt. Family and friends agreed that Quentin had many of his father's positive qualities and few of the negative ones. Inspired by his father and siblings, he joined the United States Army Air Service where he became a pursuit pilot during World War I. Extremely popular with his fellow pilots and known for being daring, he was killed in aerial combat over France on Bastille Day (July 14), 1918.

• Nieuport 17
The Nieuport 17 C.1 was a World War I French sesquiplane fighter designed by the Nieuport company. Its outstanding maneuverability and excellent rate of climb gave it a significant advantage when it entered service over all other fighters on both sides and as a result was widely used and enjoyed substantial production runs in France, Italy (Nieuport-Macchi) and Russia (Dux), eventually being used by every Allied power, and even being copied in Germany.

Nieuport 17 Lt. Charles Nungesser Escadrille N. 65 No. 1895

• Albatros D.V
Designed by Robert Thelen then refined and lightened, the Albatros D.V was the preeminent fighter during the period of German aerial dominance- first flown in 1917. Fundamental version improvements in wing design such as mounting the radiator in the center of the upper wing section, improved pilot visibility- critical in dog fighting tactics. The Albatros could now attain altitudes of over 3,000 feet in only five minutes and with improved stability and firepower and the Albatros system continued to dominate the skies. The Allies responded to the success of the Albatros series with new fighters including the SPAD VII, Sopwith Camel, S.E.5a, Bristol F2B, and others. 

Albatros D.V Luftstreitkrafte Jasta 46
Sold out
This model is an exact replica of the one on display at the National Air and Space Museum in Washington, D.C. It has components from both Johannisthal and Schneidmuhl machines with unique lozenge patterns and a mix of both Eisenes Kreuz and balkenkreuz on the wings. While the markings are not exact, they represent the Albatros D.Va flown by Erich Gurgenz from Jasta 46
Albatros D.V Luftstreitkrafte Jasta 15, Kurt Monnington, 1917
Kurt Adolf Monnington was born on 29 September 1891 in Hamburg. His original service during World War I was with the German ground forces. He won an Iron Cross Second Class on 14 June 1915. Monnington began his aviation career with a two-seater reconnaissance unit, Flieger-Abteilung (Flier Detachment) 62. After that seasoning, he was reassigned as a fighter pilot with Jagdstaffel (Fighter Squadron) 15 in 1917. His First Class Iron Cross came on 12 December 1917. Lieutenant Karl Monnington ended his war with eight confirmed victories, both classes of the Iron Cross, and Württemberg's Military Service Cross.

Designed by The French aircraft company Société pour l'Aviation et ses Dérives (SPAD) as a refinement of the highly-successful SPAD S.VII, the SPAD S.XIII was first flown on April 4th, 1917. Essentially a larger version of its predecessor with a more powerful V-8 Hispano-Suiza engine, the SPAD XIII was a strongly-built wood and fabric biplane. It could reach a top speed of 135 mph—making it 10 mph faster than the new German fighters. It carried two Vickers machine guns, each with 400 rounds of ammunition, and the pilot could fire the guns separately or together.

SPAD S.XIII US Army 94th Aero Sqn, Eddie Rickenbacker, 1918
Eddie Rickenbacker is the most famous US pilot of WWI and a recipient of the Medal of Honour. Following the death of his father in the early 1900s he supported his mother by working in an automobile company. He moved into motor racing and became hugely successful, racing three times in the Indianapolis 500. When the US entered WWI he suggested a flying squadron of racing drivers. His idea was rejected but he was posted to France as an army driver. With his mechanical abilities he soon obtained a position as engineering officer at a flight training school at Issoudun from where he learnt to fly. In March 1918 he was assigned to the newly formed 94th Pursuit Squadron. Initially equipped with rather outdated Nieuports Rickenbacker nevertheless proved his abilities and on May 30th he become an Ace. By August 1918 the squadron was re-equipped with newer, faster Spads and Rickenbacker continued his success. He became commander of the 94th 'Hat in the Ring' squadron and went onto amass twenty-six aerial victories, earning him the title of America's 'Ace of Aces'.
SPAD S.XIII, US Army 27th Aero Sqn, Frank Luke, 1918

Frank Luke Jr. (May 19, 1897 – September 29, 1918) was an American fighter ace, ranking second among U.S. Army Air Service pilots after Captain Eddie Rickenbacker in number of aerial victories during World War I (Rickenbacker was credited with 26 victories, while Luke's official score was 18). Frank Luke was the first airman to receive the Medal of Honor. Luke Air Force Base, Arizona, a U.S. Air Force pilot training installation since World War II, is named in his honor.
SPAD S.XIII Armee de l'Air, Armand de Turenne, 1918
The Marquis de Turenne was a pre-war cavalryman who transferred to aviation after the war began. In June 1916, he was assigned to Escadrille 48 as a Nieuport pilot. He scored his first victory on 17 November 1916; by 30 September 1917, he had half a dozen to his credit. Five of them were shared, with fellow aces Jean Matton, Gilbert de Guingand, and Rene Montrion. De Turenne then transferred to Escadrille 12 as its commander. In his nine victories with this squadron, he continued teamwork in combat and branched out to become a balloon buster by downing two observation balloons. He not only shared victories with fellow aces Marcel Marc Dhome and Emile Regnier, but with several other pilots. An interesting sidelight on de Turenne's victory list is that he had only two solo victories, and there were no fewer than fifteen other pilots sharing one or more of the other thirteen triumphs.

• The Roland D.VI
LFG (Luftfahrzeug-Gesellschaft), who later changed their name to Roland to avoid confusion with LVG (Luft-Verkehrs-Gesellschaft), were responsible for some of the most aerodynamic and innovative designs of the Great War including the highly advanced and successful 160hp Daimler-Mercedes D.III powered Roland C.II ‘Walfisch’ 2 seat reconnaissance aircraft in 1916, an aircraft capable of outperforming most single seat fighters of the day. This was followed by the relatively unsuccessful D.1, D.II and D.III single seat fighters, which were mainly handicapped by their lackluster Argus engines. The Roland D.III being cancelled part way through production by Idflieg (the German Inspectorate of Aviation Troops) in favor of the 160hp Daimler-Mercedes D.III powered Pfalz D.III. Ironically Pfalz had learned their successful construction techniques from Roland while building their aircraft under contract. 

The D.VI featured a highly streamlined fuselage constructed from overlapping plywood ‘planks’ in a manner similar to ‘clinker built’ boats. The ailerons were operated by tubes running inside the single piece upper wing connected to control horns close to the fuselage. Other interesting features were the position of the lower wings under the fuselage and the installation of the compass in the upper wing. The prototype Roland D.VI, powered by the reliable but now quite old 160hp Daimler-Mercedes D.III engine first, appeared in October 1917 with a 2nd and 3rd prototype appearing shortly afterwards, the 3rd being powered by the new 185ps Benz Bz.IIIa. These prototypes were under evaluation for 3 months before being ordered into production in February 1918 as the Daimler-Mercedes powered Roland D.VIa and in April as the Benz Bz.IIIa powered D.VIb. It appears that newly delivered Roland D.VIas were mainly equipped with 200hp Daimler-Mercedes D.IIIaü engines but photographic evidence shows that by the end of the Great War many were powered by the now long obsolete 160hp D.III engine. Photographic records available to us curiously indicate that no Roland D.VIa was equipped with the 180hp Daimler-Mercedes D.IIIa engine. 

Roland D.VIa, Luftstreitkrafte Jasta 23b, Otto Kissenberth, 1918
Otto Kissenberth (26 February 1893 – 2 August 1919) was a German flying ace of World War I credited with 20 aerial victories. He was a prewar mechanical engineer who joined the German air service in 1914. After being trained and after serving as a reconnaissance pilot, he became one of the first German fighter pilots, flying with Kampfeinsitzerkommando (Combat Single-Seater Command) Einsisheim. He scored six victories with this unit as it morphed into a fighter squadron, Jagdstaffel 16. His success brought him command of Jagdstaffel 23 on 4 August 1917. He would run his victory tally to 20, downing his final victim using a captured British Sopwith Camel on 20 May 1918. Nine days later, a crash while flying the Camel ended Kissenberth's combat career. His injuries were severe enough he was not returned to combat, instead being assigned to command Schliessheim's flying school. Although Otto Kissenberth survived the war, he died soon after in a mountaineering accident on 2 August 1919
Roland D.VIa Luftstreitkrafte Jasta 32b, Emil Koch, 1917
Royal Bavarian Jagdstaffel 32, commonly abbreviated to Jasta 32, was a World War I "hunting group" (i.e., fighter squadron) of the German Luftstreitkräfte, which was the forerunner to the Luftwaffe. The unit would score 41 aerial victories during the war, including four enemy observation balloons. In turn, they would suffer the expense of eight killed in action, five killed in flying accidents, four wounded in action, two injured in accidents, and one taken prisoner of war.

• Hansa-Brandenburg W.29
The Hansa-Brandenburg was a German monoplane fighter floatplane that served primarily with the Kaiserliche Marine (Imperial German Navy) during the last months of World War I from bases on the North Sea coast. The W.29 was based on the W.12 biplane that it was designed to replace. First flown on March 27, 1918, the W.29 entered service shortly thereafter. A total of 78 were built. 

Hansa-Brandenburg W.29 Model, C3MG Prototype

• Airco (de Havilland) DH.4
The Airco DH.4 was a British two-seat biplane day bomber of World War I. It was designed by Geoffrey de Havilland (hence "DH") for Airco, and was the first British two-seat light day-bomber to have an effective defensive armament. It first flew in August 1916 and entered service with the Royal Flying Corps (RFC) in March 1917. At the time of its entry into the war, the United States Army Air Service lacked any aircraft suitable for front line combat. It therefore procured various aircraft from the British and French, one being the DH.4. As the DH-4, it was manufactured mostly by Dayton-Wright and Fisher Body for service with the United States from 1918, the first American built DH-4 being delivered to France in May 1918, with combat operations commencing in August 1918. This stunning model is a reproduction of a D.H.4 operating with the USMC Squadron D, one of only eight Marine aerial squadrons in existence during World War I, stationed in 1918 France.

Airco (de Havilland) DH.4, USMC Squadron D, France 1918

• The Salmson 2
Given the military designation Salmson 2 A2) was a French biplane reconnaissance aircraft made by Salmson. It was developed to a 1916 requirement. Along with the Breguet 14, it was the main reconnaissance aircraft in use with the French army and the American Expeditionary Force's aviation units in 1918. At the end of the First World War, one-third of French reconnaissance aircraft were Salmson 2s. In addition to its service with the French army, the Salmson 2 served during the First World War with United States air units. Some 700 were purchased, and were generally successful.

Salmson 2-A2, US Army 1st Aero Squadron, 1918

• Sopwith Camel
Designed as a heavier, more powerful refinement of the Sopwith Pup, the Camel was first flown in 1917. Earning its name from the distinctive humped fairing surrounding its twin .303 Vickers machine guns, the Camel's unforgiving flight characteristics claimed the lives of many students in flight training. In the hands of a skilled pilot though, it was an extreme dogfighter that could out-maneuver any contemporary with the possible exception of the Fokker Dr.I. Common for airplanes of that era, a fixed crankshaft configuration allowed the entire engine to spin with the propeller, creating strong gyroscopic forces that adversely affected the airplane's handling under power. Together with the S.E.5a, the Camel helped gain superiority over the German Albatros and is credited with shooting down 1,294 enemy aircraft, more than any other Allied fighter. 
Sopwith Camel, RFC No.209 Sqn, Arthur Brown, Bertangles, France, 1918
Sopwith Camel B7270 - No. 209 Sqn. was flown by Captain Arthur Roy Brown, a Canadian World War I flying ace. The Royal Air Force officially credited Brown with shooting down Manfred von Richthofen, the "Red Baron", although it is now generally agreed that the bullet that hit Richthofen was fired from the ground.


British Sopwith Camel Sq. Cmdr. L.S. Breadner, No. 3 Sq. RNAS, February 1918

Why Resin?
It's very expensive to produce die-casting molds, and manufacturers must sell a large number of models from each mold in order to recoup development costs. Some subjects are so obscure that it's difficult to sell large quantities of them. Resin-casting is a much simpler and less expensive process, and manufacturers can use it to make limited runs of models that can't be cost effectively manufactured in die-cast metal. With resin-cast models, collectors can add fascinating and unusual subjects to their collections without the time and difficulty of assembling and painting a model kit.

VIEW the currently available WOTGW range HERE

Need figures to accompany WOTGW HERE

Highly Recommened:

The Essential Aircraft Identification Guide: Aircraft of World War I, 1914-1918
Illustrated with detailed artworks of combat aircraft and their markings, 'The Essential Aircraft Identification Guide: Aircraft of WWI' is a comprehensive study of the aircraft that fought in the Great War of 1914-18. Arranged chronologically by theater of war and campaign, this book offers a complete organizational breakdown of the units on all the fronts, including the Eastern and Italian Fronts. Each campaign includes a compact history of the role and impact of aircraft on the course of the conflict, as well as orders of battle, lists of commanders and campaign aces such as Manfred von Richtofen, Eddie Rickenbacker, Albert Ball and many more.

Every type of aircraft is featured, including the numerous variations and types of well-known models, such as the Fokker Dr.I, the Sopwith Camel and the SPAD SVII, through to lesser-known aircraft, such as the Rumpler C.1, and the Amstrong Whitworth FK8. Each aircraft profile is accompanied by exhaustive specifications, as well as details of individual and unit markings. Packed with more than 200 color profiles of every major type of combat aircraft from the era, 'The Essential Aircraft Identification Guide: Aircraft of WWI' is an essential reference guide for modelers, military historians and aircraft enthusiasts.

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